va-vol-18-no-1-jan-1990
DESCRIPTION
http://members.eaavintage.org/wp-content/uploads/2013/02/VA-Vol-18-No-1-Jan-1990.pdfTRANSCRIPT
STRAIGHT AND LEVEL
by Espie Butch Joyce
It is the usual practice for the Straight and Level column for the January issue each year to report on the State of the AntiqueClassic Division Your Division is progressing very well The total membership is at an allshytime high The financial position of the AntiqueClassic Division is on a sound footing The Officers Directors and Advisors are all working hard with the good of the Division in mind Our relationship with EAA has never been better as is our relationship with the International Aerobatic Club and the EAA Warbirds of America
Our Convention management of the AntiqueClassic area at EAA Oshkosh 89 went very smoothly because of all the great help given to us by the volunshyteers Because the Division has finally gotten on the plus side financially we are now able to purchase and offer to the membership some much requested merchandise sporting the AC logo You can now order these items from Oshkosh to make this merchandise available to those who are unable to attend the Convention at Oshkosh
Your Division also received the recshyognition it has so long deserved this past year at EAA Oshkosh 89 with the arrival of all those Jennies 2 JANUARY 1990
The Jennies and their pilots caused a great deal of interest in our area from people who normally would not have come down to visit us Quite a few of these people joined up with us and will help tell about the antique and classic movement
This past year your publication VINTAGE AIRPLANE has steadily imshyproved Your editorial staff Officers Directors Advisors and the membershyship can all take credit for this This month is another milestone for VINshyTAGE AIRPLANE and you will see color on the inside pages The color section will be repeated on a quarterly basis from now on We set this goal some 12 months ago and have finally gotten there We have set some new goals for this coming year that I think everyone will like
This time of year in the Carolinas can give you any kind of weather One day it might be 60 degrees and sunny then 2 days later it can be 25 degrees snowing or freezing rain This past Saturday we had one of those days We had freezing rain and sleet On this day I was again reminded of how much I enjoy airplanes and airplane people EAA Chapter 8 has for the past few years had a Christmas party (coshy
vered dish lunch meeting) held at my hangar at the county airport in Shiloh This Chapter is very active with meetshyings held at different airports year round My hangar was filled with airplanes that could not be put outside because of the ice against the hangar door We usually have 60 to 75 people for this event This Saturday we ended up with only eleven hardy souls who ate a great lunch drank coffee and watched the Jennies to Jets video We shared stories experiences and pictures of airplanes As we sat at tashybles under the wings of airplanes I thought how lucky I am to be with people who Jove aviation and talk my language - airplane
Oh yes some of you may remember me talking about my daughter Sara measuring her legs to see if she could reach the rudder pedals I am happy to report that two weeks ago she took her first flying lesson She walked around all day showing everyone her first logbook entry Straight amp Levshyel How many of you remember yours
Next month (February) your Vice President Art Morgan will be writing this column to share some of his views with you I am not going anywhere Ill be back here in the March issue
Let s all pull in the same direction for the Good of Aviation
Join us and have it all
PUBLICATION STAFF PUBLISHER
Tom Poberezny VICE-PRESIDENT
MARKETING ampCOMMUNICATIONS Dick Matt
EDITOR Mark Phelps
ART DIRECTOR Mike Drucks ADVERTISING Mary Jones
ASSOCIATE EDITORS Norman Petersen Dick Cavin
FEAnJRE WRITERS George A Hardie Jr Dennis Parks
EDITORIAL ASSISTANT Isabelle Wiske
STAFF PHOTOGRAPHERS Jim Koepnick Cart Schuppel
Jeff Isom
EM ANTIQUECLASSIC DIVISION INC
OFFICERS President Vice President
Espie Butch Joyce Arthur R Morgan 604 Highway SI 3744 North 51st Blvd
Madison NC 27025 Milwaukee WI 53216 919427-0216 414442-3631
Secretary Treasurer George S York E E Buck Hilbert
181 Sloboda Ave PO Box 424 Mansfield OH 44906 Union IL 60180
419529-4378 815923-4591
DIRECTORS Robert C Bob Brauer John S Copeland
9345 S Hoyne 9 Joanne Drive Chicago IL 60620 Westborough MA 01581
312m9-2105 508366-7245 Philip Coulson Will iam A Eickhoff
28415 Springbrook Dr 41515th Ave NE Lawton MI 49065 St Petersburg FL 33704
616624-6490 813823-2339 Charles Harris Stan Gomoll
3933 South Peoria 1042 901h Lane NE PO Box 904038 Minneapolis MN 55434 Tulsa OK 74105 6121784-1172
9181742-7311 Robert D Bob Lumley
Dale A Gustafson 1265 South 124th SI 7724 Shady Hill Drive Brookfield WI 53005
Indianapolis IN 46278 4141782-2633 317293-4430
Steven C NesseGene Morris 2009 Highland Ave
115C Steve Court RR 2 Albert Lea MN 56007 Roonoke1X 76262 507373-1674
817491-9110 SH OWes Schmid
Daniel Neuman 2359 Lefeber Avenue 1521 Berne Circle W Wauwatosa WI 53213
Minneapolis MN 55421 414m1-15456121571-0893
DIRECTOR EMERITUS SJ Wittman
7200 SE 85th Lane Ocala FL 32672
904245-7768
ADVISORS John Berendt Gene Chose
7645 Echo Point Rd 2159 Carlton Rd Connon Falls MN 55009 Oshkosh WI 54903
507263-2414 414231-5002
George Daubner John A Fogerty 2448 Lough Lane RR2 Box 70 Harlford WI 53027 Roberts WI 54023
414673-5885 715425-2455
Jeannie Hill PO Box 328
Harvard IL 60033 815943-7205
JANUARY 1990 bull Vol 18 No 1
Copyright copy 1990 by the EAA AntiqueClassic Division Inc All rights reserved
Contents
2 Straight and LevelJby Espie Butch Joyce
4 AlC Newscompiled by Mark Phelps
6 Editoriallby Mark Phelps
7 Aerograms Page 8
8 Vintage Literaturelby Dennis Parks
10 Members Projectslby Norm Petersen
14 Jack Compere
17 from Pauls Scrapbook
18 Vintage IFRlby Dick Hill
Page 2020 Culver Cum Laudelby Mark Phelps
26 Paul PobereznyInterview
32 Pass It To Buckby EE Buck Hilbert
35 Vintage Trader
38 Mystery Planelby George Hardie Jr
Page 26
FRONT COVER Steve Givens in his 1940 Culver Dart (before the M-12 was re-named the Cader
(Photo by Carl Schuppel photo plane flown by Carl Keeling)
REAR COVER An air minded cover for Fortune Magazine donated to EAA by Dick Hill
The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and Ihe kgtgos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC EM INTERNAshyTIONAL CONVENTKlN EM ANTIQUECLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INCbull are registered trademar1lts THE EM SKY SHOPPE and kgtg6s 0I 1he EM AVIATKlN FOUNDATION INC and EM ULTRALIGHT CONVENTION are trademat1lts 0I 1he above associatioos and IOOr use by any person oihef Ihan Ihe above assodalioos is stricIy prohilited
Eltltorial PoIKy Readers are encouraged to submn stories and phoIogaphs PoIKy opinions expressed in artides are soIe~ hose 0I1he authors Responsililrty tolt accuracy repOf1ing rests entir~ wiIh Ihe oonIrilutof Materi~ shook be senl to Eltltlgt The VINTAGE AIRPLANE WrtIman RegioM Airport 3000 Poberezny Rd OsI1ltosh WI 54903-3086 Phooo41 41426-4800
The VINTAGE AIRPLAINE (ISSN 0091-6943) is published and owned exclusiv~ by EM AntiquelC~ Division Inc of Ihe Experirnenlal Aircraft Association Inc and ~ published roonlh~ al Wmman RegKJn~ Airport 300Il PoberelOY Rd Oshkosh WI 54903-3086 Second Class postage pakj at OsI1ltosh WI 54901 and additional mailing offices Merrbership rates IIgt EM AntiqueiCiassic Division Inc are $1800 lor current EM members IIgt 12 rrooth period 01 whictl $1200 ~ IIgt Ihe publication 01 The VINTAGE AIRPLANE Merrbership ~ open to ~I who are ~terested in aviation
ADVERTISING - AntiquelC~ Division does oot guaranlee or endorse any produci oNered Ihrough our advertising We invne constructive cfiticism and welcome any report 01 inferior merchandise obtained Ihrough our advertising so Ihat clgtrect~e measures can be laken
POSTMASTER Send address changes 10 EAA AntiqueClass~ Div~ion Incbull PO Box 3086 Oshkosh WI 54903-3086
VINTAGE AIRPLANE 3
Compiled by Mark Phelps
John Hatz
John Hatz flying instructor and deshysigner of the Hatz Biplane died in November 1989 from injuries susshytained in a pick-up truck accident John was technical advisor to EAA Chapter 640 in Gleason Wisconsin which named its newsletter the Haymeadow Flyer after Johns grass strip Haymeadow Airport For years John offered flight instruction in his fleet of Cubs and other aidraggers drawing students from hundreds of miles away and turning down many more than he was able to accept Johns funeral held in his shop at Haymeadow Airport was a celebration of his life and was attended by an overshyflow crowd of friends associates and past students Karen Kudla editor of the Haymeadow Flyer printed the folshylowing on the front of her December issue She is happy we are able to share it with all members of the AnshytiqueClassic Division
A week after John Hatz s death I received the following message along with a note saying Karen please use this as you wish We should all thank the author for sending it anonymously Not only is it a wonderful tribute to John its also a gift to all of us Well always think kindly of the person who was able to put into works some of what we felt and wonder if the person we happen to be talking to is the one who did it Whoever you are Thank you - Karen Kudla
John Hatz was an ordinary man with an extraordinary ability to make other peoples dreams come true He was able to tum back the clock about 40 to 50 years allowing those fortushynate enough to know him a chance to re-Iive a simpler less hurried period in our past His business dealings were the same too A handshake and your word were all John ever required You had to watch this man though He
Rick Northrup a ski-plane pilot from Green Bay Wisconsin presents John Hatz with a token of appreciation from all his admirers John will be missed
could come up with the most imaginashytive ways for you to not have to pay him the full amount earned As if his instruction time should somehow be free periodically You had to watch him all the time
John Hatz was a modest man usushyally not at the center of attention He avoided the spotlight He was howshyever the person you would seek out in the crowd if only to say Hi John and share a few words He was the designer and builder of a very popular two-winged aircraft We know it as The Hatz Yet John would invariably refer to is simply as the homebuilt
John was a teacher Someone once asked him John if you had a million dollars and could have any plane you wanted but only that one plane which would it be John responded with The Piper Cub Unfortunately time ran out before he had the chance to build his own special million-dollar Cub as he refered to it But to us students who flew with him and learned from him the time we spent with him and the Cub he taught us in was priceless
John Hatz left a little bit of himself in all of us We should not feel sorry for John as he led a rich full rewardshying life enjoying every day while amassing a treasure trove of stories experiences and memories Rather we should feel regret for those who will not get the chance to meet John or have the opportunity to learn from him However any time there is a gathering of small multi-hued airplanes along with their flyers spectators and dreamshyers both young and not-so-young you can bet that John s spirit lives within that group Its at the very core of that camaraderie and good will And when you look up and see a little yellow airplane above you perhaps just doing lazy circles against the blue sky you can be sure John s spirit is there too
John Hatz was the best Just Ask any pilot - Anonymous
4 JANUARY 1990
Mike Strook
On December 15 1989 Mike Strook died of leukemia at the Milwaukee County Medical Center He was 25 AntiqueClassic members might have seen him at EAA Oshkosh 89 zipping around on his motorscooter with his neck loaded down with cameras As an intern in the EAA photography deshypartment he shot many of the static and detail pictures that have appeared in VINTAGE AIRPLANE Mikes talshyent courage and determination will be remembered and missed at EAA Oshshykosh 90 We extend our sincere conshydolences to his family
Mitchell Gallery of Flight
Travelers stranded at Mitchell Field in Milwaukee Wisconsin are treated to an unusual way to pass the time The Mitchell Gallery of Flight is a small but intriguing museum tracing the history of aviation in the Milshywaukee area One of the exhibits is a scale replica of the Layton A venue Air Terminal since tom down Some 20 exhibits are included in the gallery Some are permanent and others rotate on a space-available basis The museum is a joint effort of the airport authority and volunteer organization known as the Friends of Mitchell Galshylery of Flight Membership is currently 250 enthusiasts and growing The groups resident historian is none other
Brett Clowes (left) debriefs with Gene Chase after flying the EM Aviation Foundation Aero Sport II
than George Hardie Jr author of Mystery Plane in thi s magazine
Gday Mate
EAA said so long to Brett Clowes of Australia on December 4 Brett came to stay for a few months before EAA Oshkosh 88 and just never left - until a few weeks ago He is headed to Sao Paulo Brazil to spend some
The Rev Thomas Rowland visits with his Ereoupe
time working on - airplanes The only change for Brett will be the climate as he put his skills to work on several EAA Avitaion Foundation aircraft most notably the Acro Sport II After it was severely damaged in a forced landing Brett rebuilt the airplane alshymost single-handed Shortly before his departure Brett went up to sample his work with Gene Chase in the rear cockpit On landing Brett said Til have to get me one of these Wrap it up Ill take it home Brett hopes to make it to EAA Oshkosh 90 before heading back to Australia later this year So far hes managed to hopscotch the equator effectively spending most of his time in summer weather
The Reverend Thomas Rowland visshyits his airplane in the EAA Air Adshy
venture Museum
One of designer Fred Weicks staunchest fans visited The EAA Air Adventure Museum last month and unshycovered some interesting details on his 1940 Ercoupe now on display on the main floor The Rev Rowland disshycoursed on the original smooth 700 x 4 tires and the mudscraper nosewheel fork so-called because its narrow clearance between fork and tire was designed to clear the tire of mud
VINTAGE AIRPLANE 5
and snow while taxiing Museum Dishyrector Carl Swickley escorted the Rev Rowland on his tour and everyone at Headquarters who had the opportunity to meet him enjoyed his visit
Staggerwing vs Starduster
Armin Holles snappy Starduster Too pictured in Buck Hilberts colshyumn Pass It to Buck in the June 1989 issue was damaged by a Staggerwing in a taxi accident at Gilshylespie Field in San Diego The Beechs propeller did extensive damage to the right wings and tail surfaces as well as the fuselage Armin plans to rebuild bull
EDITORIAL by Mark Phelps
On November 18 1989 a Cessna 150 pilot was practicing turns at 2500 feet (approximately 1500 feet agl) four miles southeast of Air Lake Indusshytrial Airport Thats under the Minshyneapolis TCA and within the 30-mile Mode-C veil Although the Cessna was squawking a 1200 code with its ModeshyC transponder it collided with a Beech Baron on an IFR flight plan The Baron had been cleared to descend to 2500 feet for the approach to Flying Cloud Airport also within the veil some 18 miles to the northwest The aircraft met head-on and the Cessna dove to its right while the Baron initiated a climbshying tum to its right As a result the right wingtip of the Baron hit the left wingtip of the Cessna Eighteen inches of the Cessna s wingtip were sheared off and the aileron was damaged Still the pilot was able to land at Air Lake eight minutes later and neither he nor his passenger were injured The Baron lost three feet of wing and also landed safely at Air Lake although it susshytained substantial further damage after leaving the runway on rollout The solo pilot was also uninjured
The accident occurred in clear 6 JANUARY 1990
weather Legally both pilots were reshysponsible for seeing and avoiding each other The Baron pilot said that he did not recall an A TC advisory of VFR aircraft in his flight path In fact at least two other Mode C-equipped VFR aircraft were flying in the area at the time
Therein lies a problem Flying IFR in crowded airspace is
theoretically and statistically safer than running the gauntlet VFR For that reason it seems to make sense that it would be safer if VFR flying were more like IFR flying in those areas Thats why all the restrictions have been placed on VFR flight in TCAs ARSAs etc and why those classes of airspace have been developed in the first place The responsibilities of the VFR pilot have grown accordingly inshycluding learning all about the airspace and its boundaries and most lately inshycluding the installation of a Mode-C transponder in his airplane This gives the other member of the air safety team the controller more informashytion Whether this is realistic or not is open to debate But even if the theory were proved there is still a problem
that this incident brings to the forefront With all the changes in FARs and
airspace the legal responsibility of the FAA and its controllers has not grown one iota while the pilot has been forced to comply with a number of complishycated new restrictions and responshysibilities In this accident an IFR airshycraft was cleared to pass over an airport with significant VFR activity at a busy altitude well below that which would be expected for an IFR aircraft 18 miles from its destination airport If no advisories were relayed to the Baron pilot it would seem to have been an ill-advised clearance on the part of the controller yet he still retains no reshysponsibility for his actions The law still says its the pilots responsibility to see-and-be-seen in visual meteshyreological conditions even if hes ushered into a traffic jam by the traffic cop himself
The FAA has assumed a great deal of new authority by requiring Mode C on all aircraft flying within TCA veils and above 10 000 feet nationwide The agency needs to assume a comparable dose of responsibility to go with the authority bull
People watcher Dear Sir
I would like to place on record the pleasure I get from reading both SPORT A VIA TlON and especially VINTAGE AIRPLANE when they conshytain historic aviatoraviatrix articles More please if possible
Best regards George Wright Sutton Cold field West Midlands England
Send more money Dear Mark
Happy to see the Fairchild Club li sted among the type clubs in the November issue of VINTAGE AIRPLANE Only one small problem The dues are $10 00 per year not $5 00 Could you correct this please I am sure that EAA gets requests about type clubs and it will cause a problem
Sincerely John Berendt President Fairchild Club
Splinter group Dear Norm
Im a 70-year-old 3000-hour prishyvate pilot with multi- and instrument ratings My 1932 Heath Parasol has a Continental A-40-4 engine The airplane was restored in 1983 and has been flown 40 hours since On a beaushytiful North Carolina evening in May I was flying from my private strip At 400 feet agl there was a sudden noise and something went by the cockpit This set up a terrific vibration to the point that I thought the engine would separate I immediately closed the throttle and shut off the switch Being only a half mile from the strip I was able to land without difficulty
A third of the prop was gone and it was split to the hub Also the small spinner was gone Also one arm of the engine mount was cracked I saw four possible reasons for my advenshyture
1 Had the propeller been damaged in the hangar Unlikely I did a good preflight including pulling the prop through at least a dozen times
2 Could the spinner have separated and hit the prop causing the split Also unlikely
3 Could a jealous husband have taken a shot at me Very unlikely
4 Primary failure In my opinion that is the probable cause
In any case the mount was repaired and a new prop installed The Heath is flying again
Best wishes Ed Garber Jr Fayetteville North Carolina
The remains of Dr Garbers propeller VINTAGE AIRPLANE 7
VI~TA(3~ LIT~I2ATUI2~ by Uennisect Varksect
~ Libla0~Ichivesect Uiled()1
Funk Aircraft and Ford Engines Auto engines being cheap and plentiful
compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use Furthershymore the successful use of such engines in homebuih aircraft in the 1930s such as the use of the Ford Model A engine in the Pietenpol Air Camper provided an added impetus to those trying to cut the cost of aircraft production during the Depression No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MANshyUAL Pietenpol remarked in the introducshytion that interest in the conversion of the Ford Model A to the Air Camper was mighty hot His overview of the Ford was as follows
The Ford motor makes an ideal power plant It is rugged and very reliable It is comparatively low speed and can be sershyviced anywhere the ship may be forced down And it is cheap enough to be easy to buy The whole motor brand new costs but little more than a hundred bucks and when converted will develop a good 38-40 hp which is enough to fly two people in
the Air Camper monoplane Pietenpol turned the engine back to
front installed a new intake manifold added pressure oiling magneto ignition and produced a successful engine for the homebuilder One that he said was capashyble of carrying you and your crate thousands of miles
In 1932 a commercially-made convershysion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol This was to evolve into the Wiley Post biplane that was type certificated in 1935
The $700 Airplane program conceived by Assistant Secretary of Commerce Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car Most of the entries in the program were automobile engine powered Ole Fahlin buh one with a Plymouth Six Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his Arrowbile
The largest producer of certified conshyverted auto engine powered aircraft was the
Akron Aircraft Company This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk First developed in 1934 the plane developed inshyterest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin The Civil Aeroshynautics Administration bought one for evaluation This aircraft known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Fordshybased engine were constructed in 1939 and 1940 In late 1940 the Funk Brothers switched to the new geared 75-hp Lycomshying engine
The Funk version of the Ford Model B engine involved a lot of development This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita In light of continued attempts to adapt auto motors to aviation the paper called Experiments With Converted Aushytomobile Engines For Light Aircraft Power Plants provides an interesting insight into such a process
The original aircraft that the Funk
8 JANUARY 1990
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
PUBLICATION STAFF PUBLISHER
Tom Poberezny VICE-PRESIDENT
MARKETING ampCOMMUNICATIONS Dick Matt
EDITOR Mark Phelps
ART DIRECTOR Mike Drucks ADVERTISING Mary Jones
ASSOCIATE EDITORS Norman Petersen Dick Cavin
FEAnJRE WRITERS George A Hardie Jr Dennis Parks
EDITORIAL ASSISTANT Isabelle Wiske
STAFF PHOTOGRAPHERS Jim Koepnick Cart Schuppel
Jeff Isom
EM ANTIQUECLASSIC DIVISION INC
OFFICERS President Vice President
Espie Butch Joyce Arthur R Morgan 604 Highway SI 3744 North 51st Blvd
Madison NC 27025 Milwaukee WI 53216 919427-0216 414442-3631
Secretary Treasurer George S York E E Buck Hilbert
181 Sloboda Ave PO Box 424 Mansfield OH 44906 Union IL 60180
419529-4378 815923-4591
DIRECTORS Robert C Bob Brauer John S Copeland
9345 S Hoyne 9 Joanne Drive Chicago IL 60620 Westborough MA 01581
312m9-2105 508366-7245 Philip Coulson Will iam A Eickhoff
28415 Springbrook Dr 41515th Ave NE Lawton MI 49065 St Petersburg FL 33704
616624-6490 813823-2339 Charles Harris Stan Gomoll
3933 South Peoria 1042 901h Lane NE PO Box 904038 Minneapolis MN 55434 Tulsa OK 74105 6121784-1172
9181742-7311 Robert D Bob Lumley
Dale A Gustafson 1265 South 124th SI 7724 Shady Hill Drive Brookfield WI 53005
Indianapolis IN 46278 4141782-2633 317293-4430
Steven C NesseGene Morris 2009 Highland Ave
115C Steve Court RR 2 Albert Lea MN 56007 Roonoke1X 76262 507373-1674
817491-9110 SH OWes Schmid
Daniel Neuman 2359 Lefeber Avenue 1521 Berne Circle W Wauwatosa WI 53213
Minneapolis MN 55421 414m1-15456121571-0893
DIRECTOR EMERITUS SJ Wittman
7200 SE 85th Lane Ocala FL 32672
904245-7768
ADVISORS John Berendt Gene Chose
7645 Echo Point Rd 2159 Carlton Rd Connon Falls MN 55009 Oshkosh WI 54903
507263-2414 414231-5002
George Daubner John A Fogerty 2448 Lough Lane RR2 Box 70 Harlford WI 53027 Roberts WI 54023
414673-5885 715425-2455
Jeannie Hill PO Box 328
Harvard IL 60033 815943-7205
JANUARY 1990 bull Vol 18 No 1
Copyright copy 1990 by the EAA AntiqueClassic Division Inc All rights reserved
Contents
2 Straight and LevelJby Espie Butch Joyce
4 AlC Newscompiled by Mark Phelps
6 Editoriallby Mark Phelps
7 Aerograms Page 8
8 Vintage Literaturelby Dennis Parks
10 Members Projectslby Norm Petersen
14 Jack Compere
17 from Pauls Scrapbook
18 Vintage IFRlby Dick Hill
Page 2020 Culver Cum Laudelby Mark Phelps
26 Paul PobereznyInterview
32 Pass It To Buckby EE Buck Hilbert
35 Vintage Trader
38 Mystery Planelby George Hardie Jr
Page 26
FRONT COVER Steve Givens in his 1940 Culver Dart (before the M-12 was re-named the Cader
(Photo by Carl Schuppel photo plane flown by Carl Keeling)
REAR COVER An air minded cover for Fortune Magazine donated to EAA by Dick Hill
The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and Ihe kgtgos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC EM INTERNAshyTIONAL CONVENTKlN EM ANTIQUECLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INCbull are registered trademar1lts THE EM SKY SHOPPE and kgtg6s 0I 1he EM AVIATKlN FOUNDATION INC and EM ULTRALIGHT CONVENTION are trademat1lts 0I 1he above associatioos and IOOr use by any person oihef Ihan Ihe above assodalioos is stricIy prohilited
Eltltorial PoIKy Readers are encouraged to submn stories and phoIogaphs PoIKy opinions expressed in artides are soIe~ hose 0I1he authors Responsililrty tolt accuracy repOf1ing rests entir~ wiIh Ihe oonIrilutof Materi~ shook be senl to Eltltlgt The VINTAGE AIRPLANE WrtIman RegioM Airport 3000 Poberezny Rd OsI1ltosh WI 54903-3086 Phooo41 41426-4800
The VINTAGE AIRPLAINE (ISSN 0091-6943) is published and owned exclusiv~ by EM AntiquelC~ Division Inc of Ihe Experirnenlal Aircraft Association Inc and ~ published roonlh~ al Wmman RegKJn~ Airport 300Il PoberelOY Rd Oshkosh WI 54903-3086 Second Class postage pakj at OsI1ltosh WI 54901 and additional mailing offices Merrbership rates IIgt EM AntiqueiCiassic Division Inc are $1800 lor current EM members IIgt 12 rrooth period 01 whictl $1200 ~ IIgt Ihe publication 01 The VINTAGE AIRPLANE Merrbership ~ open to ~I who are ~terested in aviation
ADVERTISING - AntiquelC~ Division does oot guaranlee or endorse any produci oNered Ihrough our advertising We invne constructive cfiticism and welcome any report 01 inferior merchandise obtained Ihrough our advertising so Ihat clgtrect~e measures can be laken
POSTMASTER Send address changes 10 EAA AntiqueClass~ Div~ion Incbull PO Box 3086 Oshkosh WI 54903-3086
VINTAGE AIRPLANE 3
Compiled by Mark Phelps
John Hatz
John Hatz flying instructor and deshysigner of the Hatz Biplane died in November 1989 from injuries susshytained in a pick-up truck accident John was technical advisor to EAA Chapter 640 in Gleason Wisconsin which named its newsletter the Haymeadow Flyer after Johns grass strip Haymeadow Airport For years John offered flight instruction in his fleet of Cubs and other aidraggers drawing students from hundreds of miles away and turning down many more than he was able to accept Johns funeral held in his shop at Haymeadow Airport was a celebration of his life and was attended by an overshyflow crowd of friends associates and past students Karen Kudla editor of the Haymeadow Flyer printed the folshylowing on the front of her December issue She is happy we are able to share it with all members of the AnshytiqueClassic Division
A week after John Hatz s death I received the following message along with a note saying Karen please use this as you wish We should all thank the author for sending it anonymously Not only is it a wonderful tribute to John its also a gift to all of us Well always think kindly of the person who was able to put into works some of what we felt and wonder if the person we happen to be talking to is the one who did it Whoever you are Thank you - Karen Kudla
John Hatz was an ordinary man with an extraordinary ability to make other peoples dreams come true He was able to tum back the clock about 40 to 50 years allowing those fortushynate enough to know him a chance to re-Iive a simpler less hurried period in our past His business dealings were the same too A handshake and your word were all John ever required You had to watch this man though He
Rick Northrup a ski-plane pilot from Green Bay Wisconsin presents John Hatz with a token of appreciation from all his admirers John will be missed
could come up with the most imaginashytive ways for you to not have to pay him the full amount earned As if his instruction time should somehow be free periodically You had to watch him all the time
John Hatz was a modest man usushyally not at the center of attention He avoided the spotlight He was howshyever the person you would seek out in the crowd if only to say Hi John and share a few words He was the designer and builder of a very popular two-winged aircraft We know it as The Hatz Yet John would invariably refer to is simply as the homebuilt
John was a teacher Someone once asked him John if you had a million dollars and could have any plane you wanted but only that one plane which would it be John responded with The Piper Cub Unfortunately time ran out before he had the chance to build his own special million-dollar Cub as he refered to it But to us students who flew with him and learned from him the time we spent with him and the Cub he taught us in was priceless
John Hatz left a little bit of himself in all of us We should not feel sorry for John as he led a rich full rewardshying life enjoying every day while amassing a treasure trove of stories experiences and memories Rather we should feel regret for those who will not get the chance to meet John or have the opportunity to learn from him However any time there is a gathering of small multi-hued airplanes along with their flyers spectators and dreamshyers both young and not-so-young you can bet that John s spirit lives within that group Its at the very core of that camaraderie and good will And when you look up and see a little yellow airplane above you perhaps just doing lazy circles against the blue sky you can be sure John s spirit is there too
John Hatz was the best Just Ask any pilot - Anonymous
4 JANUARY 1990
Mike Strook
On December 15 1989 Mike Strook died of leukemia at the Milwaukee County Medical Center He was 25 AntiqueClassic members might have seen him at EAA Oshkosh 89 zipping around on his motorscooter with his neck loaded down with cameras As an intern in the EAA photography deshypartment he shot many of the static and detail pictures that have appeared in VINTAGE AIRPLANE Mikes talshyent courage and determination will be remembered and missed at EAA Oshshykosh 90 We extend our sincere conshydolences to his family
Mitchell Gallery of Flight
Travelers stranded at Mitchell Field in Milwaukee Wisconsin are treated to an unusual way to pass the time The Mitchell Gallery of Flight is a small but intriguing museum tracing the history of aviation in the Milshywaukee area One of the exhibits is a scale replica of the Layton A venue Air Terminal since tom down Some 20 exhibits are included in the gallery Some are permanent and others rotate on a space-available basis The museum is a joint effort of the airport authority and volunteer organization known as the Friends of Mitchell Galshylery of Flight Membership is currently 250 enthusiasts and growing The groups resident historian is none other
Brett Clowes (left) debriefs with Gene Chase after flying the EM Aviation Foundation Aero Sport II
than George Hardie Jr author of Mystery Plane in thi s magazine
Gday Mate
EAA said so long to Brett Clowes of Australia on December 4 Brett came to stay for a few months before EAA Oshkosh 88 and just never left - until a few weeks ago He is headed to Sao Paulo Brazil to spend some
The Rev Thomas Rowland visits with his Ereoupe
time working on - airplanes The only change for Brett will be the climate as he put his skills to work on several EAA Avitaion Foundation aircraft most notably the Acro Sport II After it was severely damaged in a forced landing Brett rebuilt the airplane alshymost single-handed Shortly before his departure Brett went up to sample his work with Gene Chase in the rear cockpit On landing Brett said Til have to get me one of these Wrap it up Ill take it home Brett hopes to make it to EAA Oshkosh 90 before heading back to Australia later this year So far hes managed to hopscotch the equator effectively spending most of his time in summer weather
The Reverend Thomas Rowland visshyits his airplane in the EAA Air Adshy
venture Museum
One of designer Fred Weicks staunchest fans visited The EAA Air Adventure Museum last month and unshycovered some interesting details on his 1940 Ercoupe now on display on the main floor The Rev Rowland disshycoursed on the original smooth 700 x 4 tires and the mudscraper nosewheel fork so-called because its narrow clearance between fork and tire was designed to clear the tire of mud
VINTAGE AIRPLANE 5
and snow while taxiing Museum Dishyrector Carl Swickley escorted the Rev Rowland on his tour and everyone at Headquarters who had the opportunity to meet him enjoyed his visit
Staggerwing vs Starduster
Armin Holles snappy Starduster Too pictured in Buck Hilberts colshyumn Pass It to Buck in the June 1989 issue was damaged by a Staggerwing in a taxi accident at Gilshylespie Field in San Diego The Beechs propeller did extensive damage to the right wings and tail surfaces as well as the fuselage Armin plans to rebuild bull
EDITORIAL by Mark Phelps
On November 18 1989 a Cessna 150 pilot was practicing turns at 2500 feet (approximately 1500 feet agl) four miles southeast of Air Lake Indusshytrial Airport Thats under the Minshyneapolis TCA and within the 30-mile Mode-C veil Although the Cessna was squawking a 1200 code with its ModeshyC transponder it collided with a Beech Baron on an IFR flight plan The Baron had been cleared to descend to 2500 feet for the approach to Flying Cloud Airport also within the veil some 18 miles to the northwest The aircraft met head-on and the Cessna dove to its right while the Baron initiated a climbshying tum to its right As a result the right wingtip of the Baron hit the left wingtip of the Cessna Eighteen inches of the Cessna s wingtip were sheared off and the aileron was damaged Still the pilot was able to land at Air Lake eight minutes later and neither he nor his passenger were injured The Baron lost three feet of wing and also landed safely at Air Lake although it susshytained substantial further damage after leaving the runway on rollout The solo pilot was also uninjured
The accident occurred in clear 6 JANUARY 1990
weather Legally both pilots were reshysponsible for seeing and avoiding each other The Baron pilot said that he did not recall an A TC advisory of VFR aircraft in his flight path In fact at least two other Mode C-equipped VFR aircraft were flying in the area at the time
Therein lies a problem Flying IFR in crowded airspace is
theoretically and statistically safer than running the gauntlet VFR For that reason it seems to make sense that it would be safer if VFR flying were more like IFR flying in those areas Thats why all the restrictions have been placed on VFR flight in TCAs ARSAs etc and why those classes of airspace have been developed in the first place The responsibilities of the VFR pilot have grown accordingly inshycluding learning all about the airspace and its boundaries and most lately inshycluding the installation of a Mode-C transponder in his airplane This gives the other member of the air safety team the controller more informashytion Whether this is realistic or not is open to debate But even if the theory were proved there is still a problem
that this incident brings to the forefront With all the changes in FARs and
airspace the legal responsibility of the FAA and its controllers has not grown one iota while the pilot has been forced to comply with a number of complishycated new restrictions and responshysibilities In this accident an IFR airshycraft was cleared to pass over an airport with significant VFR activity at a busy altitude well below that which would be expected for an IFR aircraft 18 miles from its destination airport If no advisories were relayed to the Baron pilot it would seem to have been an ill-advised clearance on the part of the controller yet he still retains no reshysponsibility for his actions The law still says its the pilots responsibility to see-and-be-seen in visual meteshyreological conditions even if hes ushered into a traffic jam by the traffic cop himself
The FAA has assumed a great deal of new authority by requiring Mode C on all aircraft flying within TCA veils and above 10 000 feet nationwide The agency needs to assume a comparable dose of responsibility to go with the authority bull
People watcher Dear Sir
I would like to place on record the pleasure I get from reading both SPORT A VIA TlON and especially VINTAGE AIRPLANE when they conshytain historic aviatoraviatrix articles More please if possible
Best regards George Wright Sutton Cold field West Midlands England
Send more money Dear Mark
Happy to see the Fairchild Club li sted among the type clubs in the November issue of VINTAGE AIRPLANE Only one small problem The dues are $10 00 per year not $5 00 Could you correct this please I am sure that EAA gets requests about type clubs and it will cause a problem
Sincerely John Berendt President Fairchild Club
Splinter group Dear Norm
Im a 70-year-old 3000-hour prishyvate pilot with multi- and instrument ratings My 1932 Heath Parasol has a Continental A-40-4 engine The airplane was restored in 1983 and has been flown 40 hours since On a beaushytiful North Carolina evening in May I was flying from my private strip At 400 feet agl there was a sudden noise and something went by the cockpit This set up a terrific vibration to the point that I thought the engine would separate I immediately closed the throttle and shut off the switch Being only a half mile from the strip I was able to land without difficulty
A third of the prop was gone and it was split to the hub Also the small spinner was gone Also one arm of the engine mount was cracked I saw four possible reasons for my advenshyture
1 Had the propeller been damaged in the hangar Unlikely I did a good preflight including pulling the prop through at least a dozen times
2 Could the spinner have separated and hit the prop causing the split Also unlikely
3 Could a jealous husband have taken a shot at me Very unlikely
4 Primary failure In my opinion that is the probable cause
In any case the mount was repaired and a new prop installed The Heath is flying again
Best wishes Ed Garber Jr Fayetteville North Carolina
The remains of Dr Garbers propeller VINTAGE AIRPLANE 7
VI~TA(3~ LIT~I2ATUI2~ by Uennisect Varksect
~ Libla0~Ichivesect Uiled()1
Funk Aircraft and Ford Engines Auto engines being cheap and plentiful
compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use Furthershymore the successful use of such engines in homebuih aircraft in the 1930s such as the use of the Ford Model A engine in the Pietenpol Air Camper provided an added impetus to those trying to cut the cost of aircraft production during the Depression No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MANshyUAL Pietenpol remarked in the introducshytion that interest in the conversion of the Ford Model A to the Air Camper was mighty hot His overview of the Ford was as follows
The Ford motor makes an ideal power plant It is rugged and very reliable It is comparatively low speed and can be sershyviced anywhere the ship may be forced down And it is cheap enough to be easy to buy The whole motor brand new costs but little more than a hundred bucks and when converted will develop a good 38-40 hp which is enough to fly two people in
the Air Camper monoplane Pietenpol turned the engine back to
front installed a new intake manifold added pressure oiling magneto ignition and produced a successful engine for the homebuilder One that he said was capashyble of carrying you and your crate thousands of miles
In 1932 a commercially-made convershysion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol This was to evolve into the Wiley Post biplane that was type certificated in 1935
The $700 Airplane program conceived by Assistant Secretary of Commerce Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car Most of the entries in the program were automobile engine powered Ole Fahlin buh one with a Plymouth Six Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his Arrowbile
The largest producer of certified conshyverted auto engine powered aircraft was the
Akron Aircraft Company This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk First developed in 1934 the plane developed inshyterest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin The Civil Aeroshynautics Administration bought one for evaluation This aircraft known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Fordshybased engine were constructed in 1939 and 1940 In late 1940 the Funk Brothers switched to the new geared 75-hp Lycomshying engine
The Funk version of the Ford Model B engine involved a lot of development This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita In light of continued attempts to adapt auto motors to aviation the paper called Experiments With Converted Aushytomobile Engines For Light Aircraft Power Plants provides an interesting insight into such a process
The original aircraft that the Funk
8 JANUARY 1990
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Compiled by Mark Phelps
John Hatz
John Hatz flying instructor and deshysigner of the Hatz Biplane died in November 1989 from injuries susshytained in a pick-up truck accident John was technical advisor to EAA Chapter 640 in Gleason Wisconsin which named its newsletter the Haymeadow Flyer after Johns grass strip Haymeadow Airport For years John offered flight instruction in his fleet of Cubs and other aidraggers drawing students from hundreds of miles away and turning down many more than he was able to accept Johns funeral held in his shop at Haymeadow Airport was a celebration of his life and was attended by an overshyflow crowd of friends associates and past students Karen Kudla editor of the Haymeadow Flyer printed the folshylowing on the front of her December issue She is happy we are able to share it with all members of the AnshytiqueClassic Division
A week after John Hatz s death I received the following message along with a note saying Karen please use this as you wish We should all thank the author for sending it anonymously Not only is it a wonderful tribute to John its also a gift to all of us Well always think kindly of the person who was able to put into works some of what we felt and wonder if the person we happen to be talking to is the one who did it Whoever you are Thank you - Karen Kudla
John Hatz was an ordinary man with an extraordinary ability to make other peoples dreams come true He was able to tum back the clock about 40 to 50 years allowing those fortushynate enough to know him a chance to re-Iive a simpler less hurried period in our past His business dealings were the same too A handshake and your word were all John ever required You had to watch this man though He
Rick Northrup a ski-plane pilot from Green Bay Wisconsin presents John Hatz with a token of appreciation from all his admirers John will be missed
could come up with the most imaginashytive ways for you to not have to pay him the full amount earned As if his instruction time should somehow be free periodically You had to watch him all the time
John Hatz was a modest man usushyally not at the center of attention He avoided the spotlight He was howshyever the person you would seek out in the crowd if only to say Hi John and share a few words He was the designer and builder of a very popular two-winged aircraft We know it as The Hatz Yet John would invariably refer to is simply as the homebuilt
John was a teacher Someone once asked him John if you had a million dollars and could have any plane you wanted but only that one plane which would it be John responded with The Piper Cub Unfortunately time ran out before he had the chance to build his own special million-dollar Cub as he refered to it But to us students who flew with him and learned from him the time we spent with him and the Cub he taught us in was priceless
John Hatz left a little bit of himself in all of us We should not feel sorry for John as he led a rich full rewardshying life enjoying every day while amassing a treasure trove of stories experiences and memories Rather we should feel regret for those who will not get the chance to meet John or have the opportunity to learn from him However any time there is a gathering of small multi-hued airplanes along with their flyers spectators and dreamshyers both young and not-so-young you can bet that John s spirit lives within that group Its at the very core of that camaraderie and good will And when you look up and see a little yellow airplane above you perhaps just doing lazy circles against the blue sky you can be sure John s spirit is there too
John Hatz was the best Just Ask any pilot - Anonymous
4 JANUARY 1990
Mike Strook
On December 15 1989 Mike Strook died of leukemia at the Milwaukee County Medical Center He was 25 AntiqueClassic members might have seen him at EAA Oshkosh 89 zipping around on his motorscooter with his neck loaded down with cameras As an intern in the EAA photography deshypartment he shot many of the static and detail pictures that have appeared in VINTAGE AIRPLANE Mikes talshyent courage and determination will be remembered and missed at EAA Oshshykosh 90 We extend our sincere conshydolences to his family
Mitchell Gallery of Flight
Travelers stranded at Mitchell Field in Milwaukee Wisconsin are treated to an unusual way to pass the time The Mitchell Gallery of Flight is a small but intriguing museum tracing the history of aviation in the Milshywaukee area One of the exhibits is a scale replica of the Layton A venue Air Terminal since tom down Some 20 exhibits are included in the gallery Some are permanent and others rotate on a space-available basis The museum is a joint effort of the airport authority and volunteer organization known as the Friends of Mitchell Galshylery of Flight Membership is currently 250 enthusiasts and growing The groups resident historian is none other
Brett Clowes (left) debriefs with Gene Chase after flying the EM Aviation Foundation Aero Sport II
than George Hardie Jr author of Mystery Plane in thi s magazine
Gday Mate
EAA said so long to Brett Clowes of Australia on December 4 Brett came to stay for a few months before EAA Oshkosh 88 and just never left - until a few weeks ago He is headed to Sao Paulo Brazil to spend some
The Rev Thomas Rowland visits with his Ereoupe
time working on - airplanes The only change for Brett will be the climate as he put his skills to work on several EAA Avitaion Foundation aircraft most notably the Acro Sport II After it was severely damaged in a forced landing Brett rebuilt the airplane alshymost single-handed Shortly before his departure Brett went up to sample his work with Gene Chase in the rear cockpit On landing Brett said Til have to get me one of these Wrap it up Ill take it home Brett hopes to make it to EAA Oshkosh 90 before heading back to Australia later this year So far hes managed to hopscotch the equator effectively spending most of his time in summer weather
The Reverend Thomas Rowland visshyits his airplane in the EAA Air Adshy
venture Museum
One of designer Fred Weicks staunchest fans visited The EAA Air Adventure Museum last month and unshycovered some interesting details on his 1940 Ercoupe now on display on the main floor The Rev Rowland disshycoursed on the original smooth 700 x 4 tires and the mudscraper nosewheel fork so-called because its narrow clearance between fork and tire was designed to clear the tire of mud
VINTAGE AIRPLANE 5
and snow while taxiing Museum Dishyrector Carl Swickley escorted the Rev Rowland on his tour and everyone at Headquarters who had the opportunity to meet him enjoyed his visit
Staggerwing vs Starduster
Armin Holles snappy Starduster Too pictured in Buck Hilberts colshyumn Pass It to Buck in the June 1989 issue was damaged by a Staggerwing in a taxi accident at Gilshylespie Field in San Diego The Beechs propeller did extensive damage to the right wings and tail surfaces as well as the fuselage Armin plans to rebuild bull
EDITORIAL by Mark Phelps
On November 18 1989 a Cessna 150 pilot was practicing turns at 2500 feet (approximately 1500 feet agl) four miles southeast of Air Lake Indusshytrial Airport Thats under the Minshyneapolis TCA and within the 30-mile Mode-C veil Although the Cessna was squawking a 1200 code with its ModeshyC transponder it collided with a Beech Baron on an IFR flight plan The Baron had been cleared to descend to 2500 feet for the approach to Flying Cloud Airport also within the veil some 18 miles to the northwest The aircraft met head-on and the Cessna dove to its right while the Baron initiated a climbshying tum to its right As a result the right wingtip of the Baron hit the left wingtip of the Cessna Eighteen inches of the Cessna s wingtip were sheared off and the aileron was damaged Still the pilot was able to land at Air Lake eight minutes later and neither he nor his passenger were injured The Baron lost three feet of wing and also landed safely at Air Lake although it susshytained substantial further damage after leaving the runway on rollout The solo pilot was also uninjured
The accident occurred in clear 6 JANUARY 1990
weather Legally both pilots were reshysponsible for seeing and avoiding each other The Baron pilot said that he did not recall an A TC advisory of VFR aircraft in his flight path In fact at least two other Mode C-equipped VFR aircraft were flying in the area at the time
Therein lies a problem Flying IFR in crowded airspace is
theoretically and statistically safer than running the gauntlet VFR For that reason it seems to make sense that it would be safer if VFR flying were more like IFR flying in those areas Thats why all the restrictions have been placed on VFR flight in TCAs ARSAs etc and why those classes of airspace have been developed in the first place The responsibilities of the VFR pilot have grown accordingly inshycluding learning all about the airspace and its boundaries and most lately inshycluding the installation of a Mode-C transponder in his airplane This gives the other member of the air safety team the controller more informashytion Whether this is realistic or not is open to debate But even if the theory were proved there is still a problem
that this incident brings to the forefront With all the changes in FARs and
airspace the legal responsibility of the FAA and its controllers has not grown one iota while the pilot has been forced to comply with a number of complishycated new restrictions and responshysibilities In this accident an IFR airshycraft was cleared to pass over an airport with significant VFR activity at a busy altitude well below that which would be expected for an IFR aircraft 18 miles from its destination airport If no advisories were relayed to the Baron pilot it would seem to have been an ill-advised clearance on the part of the controller yet he still retains no reshysponsibility for his actions The law still says its the pilots responsibility to see-and-be-seen in visual meteshyreological conditions even if hes ushered into a traffic jam by the traffic cop himself
The FAA has assumed a great deal of new authority by requiring Mode C on all aircraft flying within TCA veils and above 10 000 feet nationwide The agency needs to assume a comparable dose of responsibility to go with the authority bull
People watcher Dear Sir
I would like to place on record the pleasure I get from reading both SPORT A VIA TlON and especially VINTAGE AIRPLANE when they conshytain historic aviatoraviatrix articles More please if possible
Best regards George Wright Sutton Cold field West Midlands England
Send more money Dear Mark
Happy to see the Fairchild Club li sted among the type clubs in the November issue of VINTAGE AIRPLANE Only one small problem The dues are $10 00 per year not $5 00 Could you correct this please I am sure that EAA gets requests about type clubs and it will cause a problem
Sincerely John Berendt President Fairchild Club
Splinter group Dear Norm
Im a 70-year-old 3000-hour prishyvate pilot with multi- and instrument ratings My 1932 Heath Parasol has a Continental A-40-4 engine The airplane was restored in 1983 and has been flown 40 hours since On a beaushytiful North Carolina evening in May I was flying from my private strip At 400 feet agl there was a sudden noise and something went by the cockpit This set up a terrific vibration to the point that I thought the engine would separate I immediately closed the throttle and shut off the switch Being only a half mile from the strip I was able to land without difficulty
A third of the prop was gone and it was split to the hub Also the small spinner was gone Also one arm of the engine mount was cracked I saw four possible reasons for my advenshyture
1 Had the propeller been damaged in the hangar Unlikely I did a good preflight including pulling the prop through at least a dozen times
2 Could the spinner have separated and hit the prop causing the split Also unlikely
3 Could a jealous husband have taken a shot at me Very unlikely
4 Primary failure In my opinion that is the probable cause
In any case the mount was repaired and a new prop installed The Heath is flying again
Best wishes Ed Garber Jr Fayetteville North Carolina
The remains of Dr Garbers propeller VINTAGE AIRPLANE 7
VI~TA(3~ LIT~I2ATUI2~ by Uennisect Varksect
~ Libla0~Ichivesect Uiled()1
Funk Aircraft and Ford Engines Auto engines being cheap and plentiful
compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use Furthershymore the successful use of such engines in homebuih aircraft in the 1930s such as the use of the Ford Model A engine in the Pietenpol Air Camper provided an added impetus to those trying to cut the cost of aircraft production during the Depression No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MANshyUAL Pietenpol remarked in the introducshytion that interest in the conversion of the Ford Model A to the Air Camper was mighty hot His overview of the Ford was as follows
The Ford motor makes an ideal power plant It is rugged and very reliable It is comparatively low speed and can be sershyviced anywhere the ship may be forced down And it is cheap enough to be easy to buy The whole motor brand new costs but little more than a hundred bucks and when converted will develop a good 38-40 hp which is enough to fly two people in
the Air Camper monoplane Pietenpol turned the engine back to
front installed a new intake manifold added pressure oiling magneto ignition and produced a successful engine for the homebuilder One that he said was capashyble of carrying you and your crate thousands of miles
In 1932 a commercially-made convershysion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol This was to evolve into the Wiley Post biplane that was type certificated in 1935
The $700 Airplane program conceived by Assistant Secretary of Commerce Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car Most of the entries in the program were automobile engine powered Ole Fahlin buh one with a Plymouth Six Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his Arrowbile
The largest producer of certified conshyverted auto engine powered aircraft was the
Akron Aircraft Company This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk First developed in 1934 the plane developed inshyterest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin The Civil Aeroshynautics Administration bought one for evaluation This aircraft known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Fordshybased engine were constructed in 1939 and 1940 In late 1940 the Funk Brothers switched to the new geared 75-hp Lycomshying engine
The Funk version of the Ford Model B engine involved a lot of development This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita In light of continued attempts to adapt auto motors to aviation the paper called Experiments With Converted Aushytomobile Engines For Light Aircraft Power Plants provides an interesting insight into such a process
The original aircraft that the Funk
8 JANUARY 1990
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Mike Strook
On December 15 1989 Mike Strook died of leukemia at the Milwaukee County Medical Center He was 25 AntiqueClassic members might have seen him at EAA Oshkosh 89 zipping around on his motorscooter with his neck loaded down with cameras As an intern in the EAA photography deshypartment he shot many of the static and detail pictures that have appeared in VINTAGE AIRPLANE Mikes talshyent courage and determination will be remembered and missed at EAA Oshshykosh 90 We extend our sincere conshydolences to his family
Mitchell Gallery of Flight
Travelers stranded at Mitchell Field in Milwaukee Wisconsin are treated to an unusual way to pass the time The Mitchell Gallery of Flight is a small but intriguing museum tracing the history of aviation in the Milshywaukee area One of the exhibits is a scale replica of the Layton A venue Air Terminal since tom down Some 20 exhibits are included in the gallery Some are permanent and others rotate on a space-available basis The museum is a joint effort of the airport authority and volunteer organization known as the Friends of Mitchell Galshylery of Flight Membership is currently 250 enthusiasts and growing The groups resident historian is none other
Brett Clowes (left) debriefs with Gene Chase after flying the EM Aviation Foundation Aero Sport II
than George Hardie Jr author of Mystery Plane in thi s magazine
Gday Mate
EAA said so long to Brett Clowes of Australia on December 4 Brett came to stay for a few months before EAA Oshkosh 88 and just never left - until a few weeks ago He is headed to Sao Paulo Brazil to spend some
The Rev Thomas Rowland visits with his Ereoupe
time working on - airplanes The only change for Brett will be the climate as he put his skills to work on several EAA Avitaion Foundation aircraft most notably the Acro Sport II After it was severely damaged in a forced landing Brett rebuilt the airplane alshymost single-handed Shortly before his departure Brett went up to sample his work with Gene Chase in the rear cockpit On landing Brett said Til have to get me one of these Wrap it up Ill take it home Brett hopes to make it to EAA Oshkosh 90 before heading back to Australia later this year So far hes managed to hopscotch the equator effectively spending most of his time in summer weather
The Reverend Thomas Rowland visshyits his airplane in the EAA Air Adshy
venture Museum
One of designer Fred Weicks staunchest fans visited The EAA Air Adventure Museum last month and unshycovered some interesting details on his 1940 Ercoupe now on display on the main floor The Rev Rowland disshycoursed on the original smooth 700 x 4 tires and the mudscraper nosewheel fork so-called because its narrow clearance between fork and tire was designed to clear the tire of mud
VINTAGE AIRPLANE 5
and snow while taxiing Museum Dishyrector Carl Swickley escorted the Rev Rowland on his tour and everyone at Headquarters who had the opportunity to meet him enjoyed his visit
Staggerwing vs Starduster
Armin Holles snappy Starduster Too pictured in Buck Hilberts colshyumn Pass It to Buck in the June 1989 issue was damaged by a Staggerwing in a taxi accident at Gilshylespie Field in San Diego The Beechs propeller did extensive damage to the right wings and tail surfaces as well as the fuselage Armin plans to rebuild bull
EDITORIAL by Mark Phelps
On November 18 1989 a Cessna 150 pilot was practicing turns at 2500 feet (approximately 1500 feet agl) four miles southeast of Air Lake Indusshytrial Airport Thats under the Minshyneapolis TCA and within the 30-mile Mode-C veil Although the Cessna was squawking a 1200 code with its ModeshyC transponder it collided with a Beech Baron on an IFR flight plan The Baron had been cleared to descend to 2500 feet for the approach to Flying Cloud Airport also within the veil some 18 miles to the northwest The aircraft met head-on and the Cessna dove to its right while the Baron initiated a climbshying tum to its right As a result the right wingtip of the Baron hit the left wingtip of the Cessna Eighteen inches of the Cessna s wingtip were sheared off and the aileron was damaged Still the pilot was able to land at Air Lake eight minutes later and neither he nor his passenger were injured The Baron lost three feet of wing and also landed safely at Air Lake although it susshytained substantial further damage after leaving the runway on rollout The solo pilot was also uninjured
The accident occurred in clear 6 JANUARY 1990
weather Legally both pilots were reshysponsible for seeing and avoiding each other The Baron pilot said that he did not recall an A TC advisory of VFR aircraft in his flight path In fact at least two other Mode C-equipped VFR aircraft were flying in the area at the time
Therein lies a problem Flying IFR in crowded airspace is
theoretically and statistically safer than running the gauntlet VFR For that reason it seems to make sense that it would be safer if VFR flying were more like IFR flying in those areas Thats why all the restrictions have been placed on VFR flight in TCAs ARSAs etc and why those classes of airspace have been developed in the first place The responsibilities of the VFR pilot have grown accordingly inshycluding learning all about the airspace and its boundaries and most lately inshycluding the installation of a Mode-C transponder in his airplane This gives the other member of the air safety team the controller more informashytion Whether this is realistic or not is open to debate But even if the theory were proved there is still a problem
that this incident brings to the forefront With all the changes in FARs and
airspace the legal responsibility of the FAA and its controllers has not grown one iota while the pilot has been forced to comply with a number of complishycated new restrictions and responshysibilities In this accident an IFR airshycraft was cleared to pass over an airport with significant VFR activity at a busy altitude well below that which would be expected for an IFR aircraft 18 miles from its destination airport If no advisories were relayed to the Baron pilot it would seem to have been an ill-advised clearance on the part of the controller yet he still retains no reshysponsibility for his actions The law still says its the pilots responsibility to see-and-be-seen in visual meteshyreological conditions even if hes ushered into a traffic jam by the traffic cop himself
The FAA has assumed a great deal of new authority by requiring Mode C on all aircraft flying within TCA veils and above 10 000 feet nationwide The agency needs to assume a comparable dose of responsibility to go with the authority bull
People watcher Dear Sir
I would like to place on record the pleasure I get from reading both SPORT A VIA TlON and especially VINTAGE AIRPLANE when they conshytain historic aviatoraviatrix articles More please if possible
Best regards George Wright Sutton Cold field West Midlands England
Send more money Dear Mark
Happy to see the Fairchild Club li sted among the type clubs in the November issue of VINTAGE AIRPLANE Only one small problem The dues are $10 00 per year not $5 00 Could you correct this please I am sure that EAA gets requests about type clubs and it will cause a problem
Sincerely John Berendt President Fairchild Club
Splinter group Dear Norm
Im a 70-year-old 3000-hour prishyvate pilot with multi- and instrument ratings My 1932 Heath Parasol has a Continental A-40-4 engine The airplane was restored in 1983 and has been flown 40 hours since On a beaushytiful North Carolina evening in May I was flying from my private strip At 400 feet agl there was a sudden noise and something went by the cockpit This set up a terrific vibration to the point that I thought the engine would separate I immediately closed the throttle and shut off the switch Being only a half mile from the strip I was able to land without difficulty
A third of the prop was gone and it was split to the hub Also the small spinner was gone Also one arm of the engine mount was cracked I saw four possible reasons for my advenshyture
1 Had the propeller been damaged in the hangar Unlikely I did a good preflight including pulling the prop through at least a dozen times
2 Could the spinner have separated and hit the prop causing the split Also unlikely
3 Could a jealous husband have taken a shot at me Very unlikely
4 Primary failure In my opinion that is the probable cause
In any case the mount was repaired and a new prop installed The Heath is flying again
Best wishes Ed Garber Jr Fayetteville North Carolina
The remains of Dr Garbers propeller VINTAGE AIRPLANE 7
VI~TA(3~ LIT~I2ATUI2~ by Uennisect Varksect
~ Libla0~Ichivesect Uiled()1
Funk Aircraft and Ford Engines Auto engines being cheap and plentiful
compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use Furthershymore the successful use of such engines in homebuih aircraft in the 1930s such as the use of the Ford Model A engine in the Pietenpol Air Camper provided an added impetus to those trying to cut the cost of aircraft production during the Depression No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MANshyUAL Pietenpol remarked in the introducshytion that interest in the conversion of the Ford Model A to the Air Camper was mighty hot His overview of the Ford was as follows
The Ford motor makes an ideal power plant It is rugged and very reliable It is comparatively low speed and can be sershyviced anywhere the ship may be forced down And it is cheap enough to be easy to buy The whole motor brand new costs but little more than a hundred bucks and when converted will develop a good 38-40 hp which is enough to fly two people in
the Air Camper monoplane Pietenpol turned the engine back to
front installed a new intake manifold added pressure oiling magneto ignition and produced a successful engine for the homebuilder One that he said was capashyble of carrying you and your crate thousands of miles
In 1932 a commercially-made convershysion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol This was to evolve into the Wiley Post biplane that was type certificated in 1935
The $700 Airplane program conceived by Assistant Secretary of Commerce Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car Most of the entries in the program were automobile engine powered Ole Fahlin buh one with a Plymouth Six Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his Arrowbile
The largest producer of certified conshyverted auto engine powered aircraft was the
Akron Aircraft Company This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk First developed in 1934 the plane developed inshyterest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin The Civil Aeroshynautics Administration bought one for evaluation This aircraft known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Fordshybased engine were constructed in 1939 and 1940 In late 1940 the Funk Brothers switched to the new geared 75-hp Lycomshying engine
The Funk version of the Ford Model B engine involved a lot of development This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita In light of continued attempts to adapt auto motors to aviation the paper called Experiments With Converted Aushytomobile Engines For Light Aircraft Power Plants provides an interesting insight into such a process
The original aircraft that the Funk
8 JANUARY 1990
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
and snow while taxiing Museum Dishyrector Carl Swickley escorted the Rev Rowland on his tour and everyone at Headquarters who had the opportunity to meet him enjoyed his visit
Staggerwing vs Starduster
Armin Holles snappy Starduster Too pictured in Buck Hilberts colshyumn Pass It to Buck in the June 1989 issue was damaged by a Staggerwing in a taxi accident at Gilshylespie Field in San Diego The Beechs propeller did extensive damage to the right wings and tail surfaces as well as the fuselage Armin plans to rebuild bull
EDITORIAL by Mark Phelps
On November 18 1989 a Cessna 150 pilot was practicing turns at 2500 feet (approximately 1500 feet agl) four miles southeast of Air Lake Indusshytrial Airport Thats under the Minshyneapolis TCA and within the 30-mile Mode-C veil Although the Cessna was squawking a 1200 code with its ModeshyC transponder it collided with a Beech Baron on an IFR flight plan The Baron had been cleared to descend to 2500 feet for the approach to Flying Cloud Airport also within the veil some 18 miles to the northwest The aircraft met head-on and the Cessna dove to its right while the Baron initiated a climbshying tum to its right As a result the right wingtip of the Baron hit the left wingtip of the Cessna Eighteen inches of the Cessna s wingtip were sheared off and the aileron was damaged Still the pilot was able to land at Air Lake eight minutes later and neither he nor his passenger were injured The Baron lost three feet of wing and also landed safely at Air Lake although it susshytained substantial further damage after leaving the runway on rollout The solo pilot was also uninjured
The accident occurred in clear 6 JANUARY 1990
weather Legally both pilots were reshysponsible for seeing and avoiding each other The Baron pilot said that he did not recall an A TC advisory of VFR aircraft in his flight path In fact at least two other Mode C-equipped VFR aircraft were flying in the area at the time
Therein lies a problem Flying IFR in crowded airspace is
theoretically and statistically safer than running the gauntlet VFR For that reason it seems to make sense that it would be safer if VFR flying were more like IFR flying in those areas Thats why all the restrictions have been placed on VFR flight in TCAs ARSAs etc and why those classes of airspace have been developed in the first place The responsibilities of the VFR pilot have grown accordingly inshycluding learning all about the airspace and its boundaries and most lately inshycluding the installation of a Mode-C transponder in his airplane This gives the other member of the air safety team the controller more informashytion Whether this is realistic or not is open to debate But even if the theory were proved there is still a problem
that this incident brings to the forefront With all the changes in FARs and
airspace the legal responsibility of the FAA and its controllers has not grown one iota while the pilot has been forced to comply with a number of complishycated new restrictions and responshysibilities In this accident an IFR airshycraft was cleared to pass over an airport with significant VFR activity at a busy altitude well below that which would be expected for an IFR aircraft 18 miles from its destination airport If no advisories were relayed to the Baron pilot it would seem to have been an ill-advised clearance on the part of the controller yet he still retains no reshysponsibility for his actions The law still says its the pilots responsibility to see-and-be-seen in visual meteshyreological conditions even if hes ushered into a traffic jam by the traffic cop himself
The FAA has assumed a great deal of new authority by requiring Mode C on all aircraft flying within TCA veils and above 10 000 feet nationwide The agency needs to assume a comparable dose of responsibility to go with the authority bull
People watcher Dear Sir
I would like to place on record the pleasure I get from reading both SPORT A VIA TlON and especially VINTAGE AIRPLANE when they conshytain historic aviatoraviatrix articles More please if possible
Best regards George Wright Sutton Cold field West Midlands England
Send more money Dear Mark
Happy to see the Fairchild Club li sted among the type clubs in the November issue of VINTAGE AIRPLANE Only one small problem The dues are $10 00 per year not $5 00 Could you correct this please I am sure that EAA gets requests about type clubs and it will cause a problem
Sincerely John Berendt President Fairchild Club
Splinter group Dear Norm
Im a 70-year-old 3000-hour prishyvate pilot with multi- and instrument ratings My 1932 Heath Parasol has a Continental A-40-4 engine The airplane was restored in 1983 and has been flown 40 hours since On a beaushytiful North Carolina evening in May I was flying from my private strip At 400 feet agl there was a sudden noise and something went by the cockpit This set up a terrific vibration to the point that I thought the engine would separate I immediately closed the throttle and shut off the switch Being only a half mile from the strip I was able to land without difficulty
A third of the prop was gone and it was split to the hub Also the small spinner was gone Also one arm of the engine mount was cracked I saw four possible reasons for my advenshyture
1 Had the propeller been damaged in the hangar Unlikely I did a good preflight including pulling the prop through at least a dozen times
2 Could the spinner have separated and hit the prop causing the split Also unlikely
3 Could a jealous husband have taken a shot at me Very unlikely
4 Primary failure In my opinion that is the probable cause
In any case the mount was repaired and a new prop installed The Heath is flying again
Best wishes Ed Garber Jr Fayetteville North Carolina
The remains of Dr Garbers propeller VINTAGE AIRPLANE 7
VI~TA(3~ LIT~I2ATUI2~ by Uennisect Varksect
~ Libla0~Ichivesect Uiled()1
Funk Aircraft and Ford Engines Auto engines being cheap and plentiful
compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use Furthershymore the successful use of such engines in homebuih aircraft in the 1930s such as the use of the Ford Model A engine in the Pietenpol Air Camper provided an added impetus to those trying to cut the cost of aircraft production during the Depression No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MANshyUAL Pietenpol remarked in the introducshytion that interest in the conversion of the Ford Model A to the Air Camper was mighty hot His overview of the Ford was as follows
The Ford motor makes an ideal power plant It is rugged and very reliable It is comparatively low speed and can be sershyviced anywhere the ship may be forced down And it is cheap enough to be easy to buy The whole motor brand new costs but little more than a hundred bucks and when converted will develop a good 38-40 hp which is enough to fly two people in
the Air Camper monoplane Pietenpol turned the engine back to
front installed a new intake manifold added pressure oiling magneto ignition and produced a successful engine for the homebuilder One that he said was capashyble of carrying you and your crate thousands of miles
In 1932 a commercially-made convershysion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol This was to evolve into the Wiley Post biplane that was type certificated in 1935
The $700 Airplane program conceived by Assistant Secretary of Commerce Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car Most of the entries in the program were automobile engine powered Ole Fahlin buh one with a Plymouth Six Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his Arrowbile
The largest producer of certified conshyverted auto engine powered aircraft was the
Akron Aircraft Company This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk First developed in 1934 the plane developed inshyterest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin The Civil Aeroshynautics Administration bought one for evaluation This aircraft known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Fordshybased engine were constructed in 1939 and 1940 In late 1940 the Funk Brothers switched to the new geared 75-hp Lycomshying engine
The Funk version of the Ford Model B engine involved a lot of development This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita In light of continued attempts to adapt auto motors to aviation the paper called Experiments With Converted Aushytomobile Engines For Light Aircraft Power Plants provides an interesting insight into such a process
The original aircraft that the Funk
8 JANUARY 1990
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
People watcher Dear Sir
I would like to place on record the pleasure I get from reading both SPORT A VIA TlON and especially VINTAGE AIRPLANE when they conshytain historic aviatoraviatrix articles More please if possible
Best regards George Wright Sutton Cold field West Midlands England
Send more money Dear Mark
Happy to see the Fairchild Club li sted among the type clubs in the November issue of VINTAGE AIRPLANE Only one small problem The dues are $10 00 per year not $5 00 Could you correct this please I am sure that EAA gets requests about type clubs and it will cause a problem
Sincerely John Berendt President Fairchild Club
Splinter group Dear Norm
Im a 70-year-old 3000-hour prishyvate pilot with multi- and instrument ratings My 1932 Heath Parasol has a Continental A-40-4 engine The airplane was restored in 1983 and has been flown 40 hours since On a beaushytiful North Carolina evening in May I was flying from my private strip At 400 feet agl there was a sudden noise and something went by the cockpit This set up a terrific vibration to the point that I thought the engine would separate I immediately closed the throttle and shut off the switch Being only a half mile from the strip I was able to land without difficulty
A third of the prop was gone and it was split to the hub Also the small spinner was gone Also one arm of the engine mount was cracked I saw four possible reasons for my advenshyture
1 Had the propeller been damaged in the hangar Unlikely I did a good preflight including pulling the prop through at least a dozen times
2 Could the spinner have separated and hit the prop causing the split Also unlikely
3 Could a jealous husband have taken a shot at me Very unlikely
4 Primary failure In my opinion that is the probable cause
In any case the mount was repaired and a new prop installed The Heath is flying again
Best wishes Ed Garber Jr Fayetteville North Carolina
The remains of Dr Garbers propeller VINTAGE AIRPLANE 7
VI~TA(3~ LIT~I2ATUI2~ by Uennisect Varksect
~ Libla0~Ichivesect Uiled()1
Funk Aircraft and Ford Engines Auto engines being cheap and plentiful
compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use Furthershymore the successful use of such engines in homebuih aircraft in the 1930s such as the use of the Ford Model A engine in the Pietenpol Air Camper provided an added impetus to those trying to cut the cost of aircraft production during the Depression No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MANshyUAL Pietenpol remarked in the introducshytion that interest in the conversion of the Ford Model A to the Air Camper was mighty hot His overview of the Ford was as follows
The Ford motor makes an ideal power plant It is rugged and very reliable It is comparatively low speed and can be sershyviced anywhere the ship may be forced down And it is cheap enough to be easy to buy The whole motor brand new costs but little more than a hundred bucks and when converted will develop a good 38-40 hp which is enough to fly two people in
the Air Camper monoplane Pietenpol turned the engine back to
front installed a new intake manifold added pressure oiling magneto ignition and produced a successful engine for the homebuilder One that he said was capashyble of carrying you and your crate thousands of miles
In 1932 a commercially-made convershysion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol This was to evolve into the Wiley Post biplane that was type certificated in 1935
The $700 Airplane program conceived by Assistant Secretary of Commerce Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car Most of the entries in the program were automobile engine powered Ole Fahlin buh one with a Plymouth Six Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his Arrowbile
The largest producer of certified conshyverted auto engine powered aircraft was the
Akron Aircraft Company This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk First developed in 1934 the plane developed inshyterest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin The Civil Aeroshynautics Administration bought one for evaluation This aircraft known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Fordshybased engine were constructed in 1939 and 1940 In late 1940 the Funk Brothers switched to the new geared 75-hp Lycomshying engine
The Funk version of the Ford Model B engine involved a lot of development This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita In light of continued attempts to adapt auto motors to aviation the paper called Experiments With Converted Aushytomobile Engines For Light Aircraft Power Plants provides an interesting insight into such a process
The original aircraft that the Funk
8 JANUARY 1990
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
VI~TA(3~ LIT~I2ATUI2~ by Uennisect Varksect
~ Libla0~Ichivesect Uiled()1
Funk Aircraft and Ford Engines Auto engines being cheap and plentiful
compared with certified aircraft engines have proven tempting to those who would try to adapt them to aircraft use Furthershymore the successful use of such engines in homebuih aircraft in the 1930s such as the use of the Ford Model A engine in the Pietenpol Air Camper provided an added impetus to those trying to cut the cost of aircraft production during the Depression No doubt the interest was further spread by the appearance of a Ford-conversion article by Pietenpol in the 1932 FLYING MANshyUAL Pietenpol remarked in the introducshytion that interest in the conversion of the Ford Model A to the Air Camper was mighty hot His overview of the Ford was as follows
The Ford motor makes an ideal power plant It is rugged and very reliable It is comparatively low speed and can be sershyviced anywhere the ship may be forced down And it is cheap enough to be easy to buy The whole motor brand new costs but little more than a hundred bucks and when converted will develop a good 38-40 hp which is enough to fly two people in
the Air Camper monoplane Pietenpol turned the engine back to
front installed a new intake manifold added pressure oiling magneto ignition and produced a successful engine for the homebuilder One that he said was capashyble of carrying you and your crate thousands of miles
In 1932 a commercially-made convershysion of the Ford Model A engine appeared in the Straugham-Holmes Model A Parasol This was to evolve into the Wiley Post biplane that was type certificated in 1935
The $700 Airplane program conceived by Assistant Secretary of Commerce Eugene Vidal was an effort to find out whether a plane could be produced that would cost no more than a medium priced car Most of the entries in the program were automobile engine powered Ole Fahlin buh one with a Plymouth Six Arrow built the Arrow Sport F around the Ford V -8 and Waldo Waterman used a Studebaker Six in his Arrowbile
The largest producer of certified conshyverted auto engine powered aircraft was the
Akron Aircraft Company This company was formed in 1937 to produce the aircraft designed by Joe and Howard Funk First developed in 1934 the plane developed inshyterest with its appearance at the 1937 Miami Air Races where it was test flown by Clarence Chamberlin The Civil Aeroshynautics Administration bought one for evaluation This aircraft known as the Funk B went into production in 1939 and 100 of the aircraft powered by the Fordshybased engine were constructed in 1939 and 1940 In late 1940 the Funk Brothers switched to the new geared 75-hp Lycomshying engine
The Funk version of the Ford Model B engine involved a lot of development This development was reported by Joseph Funk in a paper for presentation at the 1947 SAE National Personal Aircraft Meeting held in Wichita In light of continued attempts to adapt auto motors to aviation the paper called Experiments With Converted Aushytomobile Engines For Light Aircraft Power Plants provides an interesting insight into such a process
The original aircraft that the Funk
8 JANUARY 1990
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
brothers built was powered by Szekely three-cylinder aircraft engine of 45 hp In his paper Joseph Funk reported that the powerplant did not give satisfactory reliashybility A check by Funk revealed that the only available aircraft engines in producshytion were the 40-hp Continental and the LeBlond 70 He felt that the Continental did not have sufficient power and the LeshyBlond was too costly at $ 1000
He reported We therefore elected to investigate the question of automotive conshyversion futher We were impressed by the performance obtained by certain amateur experimenters who used the Ford Model A fourshycylinder engine in several types of very light aircraft They were also impressed by the apshyparently high output which race car experimenters were able to derive from the engine Thus they decided to begi n experishyments with the Ford engine
As rated by the Ford Motor Company it produced approxishymately 40 horsepower at 2 200 rpm and since the engine weighed approximately 350 pounds not including coolant and radiator it was obvious that to obtain really satisfactory performance it would be necshyessary to make certain alterashytions which would both inshycrease the power and decrease the weight if possible
Aerodynamics was also a consideration
I might point out at this time that another factor in the alterashytion of this engine was the firm resolution on our part not to sacrifice any possible aeroshydynamic efficiencies or general arrangement features which would be detrimental to visibilshyity or require any other unshyreasonable compromises in the structure of the aircraft
The weight problem was apshyproached with the adaptation of an aluminum cylinder head which was available from accessory manufacturers Aluminum was also used for valve covers crankcase coolant pump and end housing However every attempt was made to keep the substitution to a minimum due to the high cost of the accessory parts The final weight of the powerplant including the radiator and coolant was nearly 300 pounds
The biggest problem confronting them was how to raise the power of the engine without abandoning the low price and reliashybility objectives The induction system was the area they explored and they ended up
using the value assembly from the Plymouth P B engine They had a setback when they found out that the low-priced aluminum heads were low-cost not because of quantity production but because they were defective Thus Funk had to produce its own aluminum cylinder heads
The fli ght tests showed that the perforshymance of the aircraft with the modified Ford was quite desi rable As the author reshyported
In fact at this date June 1936 there was nothing available from commercial light personal airc raft production which
Ole Fahlins Plymouth engine conversion
AKRON
The Funk Ford
even approached the performance characshyteristics of this aircraft Our engine proshyduced 63 hp at 2134 rpm weighed 305 pounds
The inverted feature of the engine toshygether with what was at that time a very novel completely tunne lled radiator instalshylation with manually controlled cooling flap gave the aircraft a degree of cleanness which was at that time practically unknown to the light plane industry
An engine was sent to the CAA for type certificate endurance runs but as soon as test began crankshaft failures became so
prevalent as to discourage the government from further testing It was at this point that Funk redesigned the engine and changed over to the Ford Model B engine which had a heavier crank The induction system and accessories remained the same
The next problem was piston failure which forced the abandonment of producshytion automotive pi stons and required them to acquire a mold and make their own pi sshytons This was a discouraging setback in their cost objectives However the engine was certified by the government Unfortushynately the experimental and approval work
had req u i red three years so that by the time the engine was cershytified all of the automotive parts which they used were no longer current and they had to locate sources other than Ford This they were able to do and approximately 100 units were produced and sold The ultishymate cost of the engine was apshyproximately $400
Of course like all new things there were problems To quote Mr Funk
And like all new engine deshyvelopments the service difshyficulties were legion I believe more so than most other engine developments Occasionally a customer would fail to get all the way home on the initial deshylivery flight without major enshygine failure
He concluded his paper with a list of the most noticeable disshyadvantages of the engine The first was the extremely heavy weight due to automotive deshysign and liquid cooling feature
Second was the mechanical failures on parts which they were unable to alter or control without completely abandoning the low price which was the prishymary justification for the enshygine in the first place
Third they failed completely to convince both salespeople
and customers that low-price automotive replacements could NOT be used in the enshygine He said that was a major problem because many of the parts appeared to be similar and many failures occurred due to their use in aircraft engine overhauls
There was further development of the enshygine and an 80-hp version was produced using a higher compression ratio and dual ignition Several units were built but by this time the large producers of small airshycraft engines had arrived at a sufficient quantity of production that Funk shifted to standard aicraft engines to power its planes bull
VINTAGE AIRPLANE 9
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
MEMBERS~
PROJECfS Andrew King (EM 275985 NC 10739) of Valley Cottage New York sent in the photo of this nearly finished Pietenpol which has been the object of his affection for some lime Besides spending many hours at Cole Palens Old Rhineshybeck Aerodrome each summer Anshydrew still finds lime for the Pietenpol project He hopes to have it at Oshshykosh 90
Additional work by Andrew King is shown in this photo of Mike Harts (EM 157528 NC 6364) big New Standard 0-25 Beshytween 80 and 90 percent of the wings are new according to Andrew plus new seats and miscellaneous parts and pieces Since the photo was taken the wings have been covered (It must take quite a few yards of cloth to cover those huge wing surfaces)
Notice the very nice woodwork in the upper wing panel (lett) of the New Stanshydard The large plywood covered ailerons are set at quite an angle to the spars as seen in this Andrew King photo
10 JANUARY 1990
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
by Norm Petersen
Pushed out to see the light of day is the latest effort of Morton Lester (EM 55178 NC 14) and his crew Its a 1936 WACO YKS-6 NC16249 SIN 4466 powered with a 245-hp Shaky Jake spinning a Hamilton Standard propeller The total restoration is finished in white with two-tone blue trim Complete with wheelpants the YKS-6 is one of 14 remaining on the US register from an original production run of 65 airplanes Note the outside baggage door just aft of the lower wing
VINTAGE AIRPLANE 11
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
MEMBERS~
PROJECfS
Dear Mark
N32455 was built on January 16 1941 with serial 588 and was pretty close to being the last Airmaster produced as the serial numbers went to 591 This airplane was originally delivered to actor Robert Cummings and nicknamed Spinach III and painted an overall light and dark green with the name printed rather large on its side (Robert Cummings was and still is a vegetarian and named all his airplanes all Airmasters in fact Spinach this one of course being his third)
The airplane has spent most of its time in the Northwest until I bought her back in 1984 and took it to Pensacola Florida for four years I brought her back to the Seattle area early last year and now keep it at my home in Buckley on Cawley-South Prairie Airpark Late last month though I had a slight problem with her A friend of mine and I were on our way to Snohomish WA about 55 miles north of here when the Warner on her seized up at about 2000 feet agl imshymediately after swallowing a valve in the number-four cylinder We were about three and a half miles from the airport but there was no way we were going to make it so we landed on a two-lane highway just southwest of the field with no further damage to the airplane After the Highway Patrol FAA IV crews etc had their say we towed the airplane fully intact to Harvey Field using the highway and a couple of corn fields to get there I pulled the engine and am in the process of taking the wing off to trailer it all back home where I plan on rebuilding the entire airframe since I was going to start on that anyway this winter A zeroshytimed Warner will be installed and the Aeromatic Propeller with be overhauled as well The project should take from one and a half to two years Ill be sure to send you a photo of the finished product Although the airplane is in good shape except for the engine the covering is about 20 years old and its time to take a look inside for any wood damage and Id like to restore it back to original Cessna colors (I think Ill pass on Spinach green)
Eric Sorenson
12 JANUARY 1990
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Cruising over the beautiful country of the state of Washington is Cessna Airmaster C-165 N32455 SN 588 owned by Eric Sorenson of Buckley WA One of the last Airmasters built N32455 was delivered to actor Bob Cummings in 1941 and named Spinach III After bouncing around the Northwest Eric Sorenson bought the bird in 1984 and has enjoyed the Cessna since (most of the time) Just a month ago the 165 Warner swallowed a valve and quit at 2000 feet AGL Unable to make the airport Eric made a forced landing on a highway without damage The airplane is now dismantled for total overhaul including a zero time engine and a newly overhauled Aeromatic propeller Eric plans on an original Cessna paint scheme rather than Spinach green
Eric Sorenson stands in front of his favorite airplane a Cessna C-165 A DC-8 Captain for Hawaiian Airlines by trade Eric enjoys the unique qualities of the Cessna and always allows extra time on landing to explain to the local folks that it isnt a Cessna 195 We look forward to a photo when N32455 is totally rebuilt and resplendent in its new paint scheme
VINTAGE AIRPLANE 13
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
INTERESTING
JACK COMPERE
from material submitted by Buddy Joffrion
14 JANUARY 1990
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Jack Compere flies an Ercoupe So do lots of other people who enjoy the classic little twin-tail sportplane Jack is unusual in that he was stricken with polio as a high-school student in the late 1930s that has restricted the use of his legs The two-control Ercoupe is perfect for someone in Jacks cirshycumstance but after hearing his story you get the feeling that he could fly drive ride or otherwise master anyshything else you threw at him
Houston in the 1930s was not an affluent area Jack built his character by selling magazines cutting lawns and walking a paper route at 430 am - 230 on Sundays The strapping youngster played football and basketshyball at San Jacinto High School and his coach Jesse Madden got Jack and three other players summer jobs digshyging post holes in the stifling GulfshyTexas heat for 45 cents an hour - unshytold riches during the lingering DepresshysIOn
It was later that year that he conshytracted polio leading to a year-and-ashyhalf hospital stay He emerged with braces and crutches and took up his studies again - as well as responshysibilities as the equipment manager on the football team He also re-Iearned to drive a car with his handicapped legs
In early 1940 an operation allowed the removal of one of his braces and Jack was walking with the aid of a simshyple cane Two years of college later Jack took a summer job as a horse wrangler and broke his left knee Unshyable to return to school he began work in a defense plant where he met and married his wife Marie In 1955 the family moved to California and in 1974 Jack formed his own company associated with the electronics indusshytry
Two years before in 1972 Jack took up sports car racing and joined the Sports Car Club of America racing
against such notables as Steve McQueen and Dan Blocker - Hoss on the TV series Bonanza
In 1985 Jack sold his business and took up flying He bought his 1946 Ershycoupe and hired an instructor Late in 1986 he was preparing for his checkshyride when he was stricken with a heart attack and underwent triple-bypass surgery Within a year he had passed the treadmill exam re-acquired his medical certificate and passed his checkride He now flies his Ercoupe anywhere he cares to go
Jacks is typical of the character traits often found among sport pilots His story is special given the easily recognizable hurdles he had to overshycome But the qualities he exemplifies are those that are not uncommon among all pilots Especially those deshydicated to the preservation and flying of antiques and classics Hats off to Jack Compere the man they couldnt keep down bull
VINTAGE AIRPLANE 15
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
FROM JENNIES TO JETS EAA OSHKOSH 89 - From Jennies to Jets The title says it all Re-live the excitement and magic of the 37th annual EAA Fly-In Convention From the slow elegant grace of the Curtiss Jenny to the supersonic thunder of the SR-71 Blackbird this full color highshyquality videotape captures all the Sights and sounds of EAA OSHKOSH See the latest homebuilt designs beautifully restored antiques meticulously mainshytained classics and the heavy metal of World War II - the Warbirds Youll have the best seat in the house to see the historic arrival of the giant Russian AN-124 transport or join more than 400 Australian aviation enthusiasts as they arrive on the Oshkosh Express - a Qantas Airlines 747 In addition you ll witness the moving dedication of the new Eagle Hangar addition to the EAA Air Adventure Museum Order now and your EAA MasterCard (or other major credit card) will not be billed until your videotape is shipped directly to your home or office Take a piece of OSHshy
21-33995 VHS 21-33996 BETA
ORDER NOW CALL TOLL FREE 1-800-843middot3612
KOSH home with you Order EM OSHKOSH 89 shyFrom Jennies to Jets today 1-800-843-3612 As an added bonus if you order your copy of From Jennies to Jets today you can order the new EM Air Adventure Museum video tour - Experience the Spirit of Fl ight for only $699 This high-quality videotape will take you inside EAAs internationalshyly renowned museum for an upshyclose look at rare and historic airplanes dynamic exhibits exshyciting theaters and much more Hurry this special offer ends January 1 1990 Call today 1shy800-843-3612
$3995 ORDER NOW
CALL TOLL FREE 1-800-843middot3612 (WI residents call 1-800-236-48(0)
OUTSIDE USA 414-426-4800 bull Plus $3 shipping and handling (Wisconsin residents add 5 sales tax) 1510 Discount to EAA Video Club Members
ORDER EARLY - USE YOUR EAA MASTERCARD (OR OTHER MAJOR CREDIT CARD) AND YOU WONT BE BILLED UNTIL YOUR EAA OSHKOSH 89 VIDEOTAPE IS SHIPPED IN NOVEMBER
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
FROM PAULS SCRAPBOOK
Wally SpoHs with a 90-hp inshyverted Cirrus Great Lakes Note the spiffy whitewall tires
Danny Phelps with Bucker Jungmeister The airplane is now in the National Air and Space Museum
DooIiHle and the Laird Super Solution probably at the PampW facility in Hartshyford Connecticut
VINTAGE AIRPLANE 17
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
VINTAGE IF R
Dateline - Mather Field California 1943
The above photo was taken with an early box camera by Lee Bolton of Racine Wisconsin It would appear that this was an instrument familiarizashytion flight The instructor is flying the approach Manifold pressure is 17 inches rpm 1750 The students sleeves are rolled up and hes ready to take over The amber glass is in place over the windshield and the student pilot has his blue goggles stretched over his headphones The instructor is wearing glasses obviously too old to be a real pilot for the military
Backpack parachutes are slung over the pilots chairs These photos were prohibited as the T-50 Bamboo Bomshybers were classified equipment in those days Lee was sitting in the back seat waiting his tum at the wheel Now 46 years later Lee is in the process of checking out in the Cessna T-50 once again He has been flying with me in the Bimbo Bomber N 30L
During World War II and for many years afterward the blueamber system was used for instrument flight training 18 JANUARY 1990
by Dick Hill
It was phased out with the advent of welders masks and the use of flight simulators The blueamber system was cumbersome and wearing the blue goggles made it very dark and hard to see in the cockpit For instrument pracshytice in single-place fighter planes the pilot would put the amber Plexiglas in place make his take-off and at the preshydetermined ceiling don the goggles A chase plane would take off in close formation and stay on his wing to watch for traffic and errors during the flight
For many years during the formulatshying of instrument training the canvas hood was used Jimmy Doolittle used this system in the first real instrument flight and evidence of this system is still apparent in the turret on the Bamshyboo Bomber in the photo You can see the button-snap on each side of the stushydents head One is visible on the winshydow post and one on the top of the glareshield at the NO of the NO SMOKING sign
The canvas hood snapped to these
and several other points to obscure the vision of the student It also obscured the vision of the instructor and inshycreased the accident potential This is where the blueamber became a more practical system because it did not reshystrict the instructors vision out of the cockpit
Another system that was used in larger planes consisted of a frame that was built to fit the windshield with venetian blinds placed vertically The instructor pilot in the right seat could look through the blinds with alshymost no restriction Then came the full flight simulator to replace the risky inshystrument training flights
At right we see how far instrument flying aT-50 has come in half a censhytury Jim Kramer of Boynton Beach Florida brought his customized T -50 to EAA Oshkosh 89 along with seven other Bamboo Bombers for the largest collection of the twin trainers at Oshshykosh in memory Jims panel reflects all the ammenities of the modem IFR pilot including HSI DME loran inshytercom and weather radar How times have changed bull
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
20 JANUARY 1990
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
VINTAGE AIRPLANE 21
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
The Culvers interior is simple Main wheelwells are visible below the pilots and passengers knees and a panel of Plexiglas allows visible examination of the gear position
Brakes on the left only The red wheel in the middle is for gear operation The prop control at the top of the panel operated a Beech-Roby varishyable pitch unit - since replaced with a fixed-pitch Sensenich
226 is rabidly active and its members have about 15 airplanes among them Steve has logged time in such diverse aircraft as a PT-19 a Sonerai a Pitts an Ercoupe a Stinson and a lot of hours in his own Cessna 170 before he got the Culver bug In 1988 Steve beshycame president of Chapter 226 and serves in that capacity today
The Culver Cadet caught Steves atshytention when he was looking for an airplane to replace his Cessna 170 He liked the Cessna but found that he selshydom used its hauling capabilities and was looking for something more effishycient When you look up efficient in an aviation dictionary you find a picshyture of Al Mooney next to the word
Mooney was a natural designer As an eighteen-year-old in Denver he looked at the Alexander Eaglerock 106 and knew he could make it better The result was No 107 - the long-wing Eaglerock that performed notably betshyter than its predecessor in Colorados
22 JANUARY 1990
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Steves Culver is powered with a Continental A-75 as was the original
rarified air The most noticable feature of the Mooney Eaglerock was its lower wings greater span caused by equal sized upper and lower wing panels and the lack of an upper center section The OX-5 powered airplane was one of Mooney s few biplane designs From there on a succession of ever-slipshyperier monoplanes flowed from his deshysigners pencil
Notable among them was the Aleshyxander Bullet which first flew on Janshyuary I I 1929 It was a low-wing three-place cabin design with a radial engine The Bullet epitomized Mooneys efforts to develop a sleek airplane that got the most out of its available horsepower With its eliptical wings and retractable gear the Bullet claimed a top speed of 148 mph on 165 hp
Like most airplane designers Mooney moved from company to comshypany While working for Clare Bunch at Monocoupe in St Louis he de-
The gear is simple with semi-circle leaf springs and mechanical brakes
VINTAGE AIRPLANE 23
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
signed a nifty two-place called the Monosport It was powered with a series of radial engines and had Mooneys characteristic eliptical wing Mooney came to work for Knight Culver when the wealthy financier bought the Monosport design form Monocoupe Culver had interests in several areas including speedboats built by the Dart manufacturing comshypany His airplanes variations on the Monosport theme also became known as Darts By now they had enclosed Plexiglas canopies and were quite adshyvanced for a 1938 sportplane
Mooney s next move was to further refine the Dart with manually retractashyble gear clamshell doors and one of the new horizon-tally-opposed four-cylinder engines in
do with the airplanes future A rapidly re-arming military saw the need for a light inexpensive drone target to train anti-aircraft gunners for both the Army and Navy Radio control had advanced to the point of practicality The little drone the military thought could be controlled from a UC-78 mother ship and the gunners could blaze away at a live target
The factory at Columbus was innunshydated with orders for civilian M-12s and a move to larger quarters was alshyready in the works when Col George Holloman from Wright Field first broached the topic of converting Culshyvers to drones About 45 airplanes were built in Columbus and they were
guns being used in training were radarshyaimed and the non-reflective wood didn t return a sufficient target for the radar The stealth drones were given a coat of aluminum paint the better to be seen by the gunners radar The only difference between the PQ-8 drone and the civilian Cadet was the tricycle landshying gear on the drone
Later Mooney redesigned the PQ-8 with a larger engine and a longer narshyrower wing with a high aspect ratio An example of the resulting PQ-14 is on display in the EAA Eagle Hangar - having been restored and donated by EAA Director Morton Lester of Virshyginia This long-wing drone was the harbinger of ultra-efficient Mooneys to
come - the M-18 Mite and the Mshy20 - later to beshycome the 20 I 23 I this case a 75-hp THE ARRIVAL OF 232 etc Who knows Continental A-75 what would haveFoster Lane the happened if thefixed base operator THE M-12 IN million dollars ofwho leased space
to Culver in Colshy civilian orders for1940 HAD EVERYTHINGumbus reports that Cadets had been
filled instead ofMooney s office was TO DO WITH ITSon the upper level shifting to military of Hangar One and he would see the light burning late into the night as Mooney worked on the newer lighter version of the Dart
Mooney numbered all his designs with his M- designation The Eagleshyrock biplane was the M-I the Bullet was the M-4 and so on The new deshysign was the M-12 and it first flew on December 3 1939 with Foster Lane at the controls Mooney had been out to develop a $2000 cruiser that would carry two people and a suitcase apiece at two miles a minute Fuel bum was about four gph
Like all Mooneys airplanes the Mshy12 was a wood airplane At a time when the industry led by Don Lusshycombes Silvaire was switching to allshymetal construction the little wooden airplane represented the fullest potenshytial of the medium It was smooth strong and light Efficient Actually the M-12 wasnt all wood It had a steel truss in the wing center section and the trademark clamshell doors were aluminum Built one by one the doors are not really interchangeable from one airplane to the next without much reworking
Timing is everything and the arrival of the M-12 in 1940 had everything to 24 JANUARY 1990
FUTURE
still called Darts Jim Givens airplane is serial number 133 or the 33rd built technically making it a Dart rather than a Cadet as the airplane was known after the move to Wichita
What followed was both a success story and a tragedy depending on how you feel about the airplane Supplying the military with cannon fodder made the Culver Aircraft Co lots of money but production of the Cadet for civilian flying came to a virtual halt There were some magic moments when milshyitary service pilots would depart the airport in Wichita The drones were temporarily configured for piloted opshyeration for delivery purposes and the pilots would leave in groups of four or eight The little mini-fighters would roar off the airstrip at intervals and the pilots engaged in spirited dogfights over the factory before forming line abshyreast formation to fly the aircraft south to EI Paso and eventual destruction
The non-strategic wood construcshytion of the drones - one of the reasons for choosing them for the project shywas also one of the problems in the early days Some of the anti-aircraft
production Steve has owned
two Cadets His first was a Wichitashybuilt machine that
he bought at a Taylorcraft fly-in That airplane convinced him that he wanted a mint Cadet to restore to near-original condition His current airplane NC 29264 was built in 1940 in Columbus before the company moved to Wichita The wartime logs are missing but evishydence indicates it was based in Arkanshysas The trail picks up in Ohio during the 1950s Bob Minimum bought the Cadet in 1960 or 61 but didnt fly it He owned it until the early 1970s James Zachary of Muncie Indiana bought the airplane from Minimum and began his restoration project He performed most of the wood work on the Cadet and covered it with cotton fabric Zachary only flew the airplane about 30 hours after finishing the restoshyration in 1977 and it sat In an open hangar after that
It was 10 years later in October 1987 that Steve and his partner Jim Wright also of Chapter 226 bought NC 29264 and began their rebuild The airplane flew again in September 1988
Steve says that he did all the work that is visible Zachary had reskinned the fuselage and wingtips so the only
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
structural restoration needed was where the wing s trailing edges had bowed somewhat from the shrinking fabric The cotton itself was bad and the airplane needed to be recovered Steve repainted the Cadet working from some original factory black-andshywhite photographs from Charlie Harshyris In the photos early M-12s had their rudders painted the same color as the fuselage unlike later Cadets whose rudders were cream colored as were the wings The exact shade of maroon came from the fuel tank When Steve stripped it of its black brushed-on paint he found fresh maroon undershyneath and matched it exactly for the exterior fusleage color
Steve says that lim did all the work that doesnt show The Contishynental A-75 was in sad shape when the pair bought the airshyplane The crankshyshaft was out of service limits the cam lobes were worn three cylinshyders were bad and it had a bent rod The mags had also deteriorated to outshyof-service condishytion lim dug in and overhauled the engine He also reshyfurbished the landshying gear fitted the new windshield and hand-tooled a new doorknob when no original one could be found
The panel was original when they bought the airplane but Steve and lim felt it needed to be replaced They used it as a pattern and burled the veneer themselves The upholstery in the airplane was original so they were able to match the color of the seats The fabric on the cockpit sides and doors is GM Cadillac upholstery fabric and matches the original almost exactly All the original instruments were overshyhauled but the tach quit after 10 hours and had to be replaced The manifold pressure gauge was replaced with a vertical speed indicator since the Beech Roby adjustable prop was reshyplaced with a fixed pitch Sensenich wooden prop Cadets were also availshyable from the factory with FreedmanshyBurnham ground adjustable props
The Hayes brakes were overhauled The original design used master cylinshy
ders from a 39 Dodge and overhaul kits are readily available The tailshywheel was converted to a steerable unit - a safety conversion that is highly desirable on the short-coupled Cadet The airplane has no electrical system
Steve has flown the airplane about 65 hours since its restoration mostly to local fly-ins such as Murfee in Marshyion Ohio where it won Grand Chamshypion Antique honors He flew to Oshshykosh with his son for EAA Oshkosh 89 where the Cadet won the award for Outstanding Closed Cockpit Monoshyplane from the Contemporary Age lim Wright has built several airplanes inshycluding a lunior Ace and a Hatz Bishyplane He flew the Hatz to EAA Osh-
Jim Wright (lett) and Steve Givens
kosh 89 He is a millwright by professhysion and Steve refers to him as the character behind the project lim is not overly concerned with awards for his airplanes and sometimes goes to fly-ins wearing a hat that reads I didnt come all this way to be criticized He finds the rewards of a job well-done to be sufficient gratificashytion
The Culver Cadet got a reputation as a hot number when it first arrived on the scene With retractable gear and a cruise speed of 120 mph it was a giant step away from the strutted draggy sportplanes everyone was used to Actually its not a difficult airplane to fly or land if proper technique is used Its the same story with so many other airplanes The difficulties are exaggerated but often they are simply differences rather than difficulties For instance the Culver requires practice at raising and lowering the gear with
the handle and lock arrangement beshytween the seats It does require steadyshying the stick with the pilots knees for a moment but after two or three cyshycles the technique becomes second nashyture for Culver pilots Early pilot reshyports indicate that ice and snow could play havoc with the gear extension seshyquence The prototype had gear-leg doors whidh were later dropped from the production models One article says that it was common practice to make two attempts at lowering the wheels and then fly over to a field with a good repair station and belly land as close to the hangar as possible Damshyage was usually minimal
Foster Lane mentions that the leadshying edge wing slots on the Cadet are alshymost accidental Acshycording to Lane shywho was there -Mooney was tinkershying with the wing and cut the slots as an experiment a few days before the CAA inspectors arshyrived to certify the airplane The cershytification therefore included the slots by default Opinions differ on whether the slots actually improve stall charshyacteristics Most agree however that stall
speed remains the same with the slots taped over although pro-slot pilots claim that the break is much more benign with the extra airflow over the ailerons
The little airplane sure is efficient With the fixed-pitch Sensenich prop Steve gets about 118 mph at 75 percent power Rate of climb is between 500 and 600 fpm Range is adequate for YFR travel around the local area alshylowing trips to most of the local flyshyins that Steve wants to get to The smallish cabin is comfortable for Steve and his older son and the baggage comshypartment carries anything they need for their odysseys throughout the Indiana area
Steve and his Culver are a good example of what EAA can do for an individual and what the individual can give back to EAA Steve had his indocshytrination to aviation the EAA way and EAA members get to enjoy a supershysharp restoration of a historical airplane Its nice when we all win bull
VINTAGE AIRPLANE 25
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
A CANDID INTERVIEW
WITH
PAUL H POBEREZNY
W hen anyone thinks of the home built movement they think of Paul Poberezny The founder and Chairman of the Board of EAA has had his thumb in a number of pies however and he turned up a plumb when he recognized the potential for an Antique Division in 1970 Later the division was
~ expanded to include the ~ Classic Category as well u
Over the years the Antique 26 JANUARY 1990
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Classic Division has assumed a prime role in the perpetuation of sport aviashytion in this country
On a cold and windy day last November I caught up with Paul in his new offices adjacent to the Kermit Weeks Flight Research Center Later we adjourned to his new Presidential Library to examine some of his memorabilia by the fireplace We talked about flying OX-5-powered airplanes his favorite antiques and classics Pioneer Airport the growth in exportation of our classic airplanes and the role of the
AntiqueClassic Di- r-------------------------------- vision Paul exshypressed his opinshyions and concerns candidly Among his most profound concerns is EAAs niche in aviation history and how it will all be rememshybered - Mark Phelps
PHP Ive got boxes of material from Hales Comers that would take a tremendous amount of time just to go through When we moved from Hales Comers my sec-
Corl Schuppel
retary Millie spent three months going through all the corshy I should have kept the whole respondence keepshying the important airplane but I did keep things and working with me on that the prop The newspaper clippings - Ive got hundreds and hundreds of those
Earlier this year when I was in my wheelchair Lisa Chapman worked with me and got a lot of our records straightened out Before that my daughter Bonnie spent the summer of 88 - spent about two and a half months out there going through our basic records - 53 all the way up Got a lot of those all by year in files Ive got thousands of pictures that are in files but really need to be reshycatalogued and put in the books with identification plus a lot of them that are just in boxes
VA So its going to be a monumental
job to sort out all that history
PHP Itll take the rest of my lifetime to do it
V A You have 379 different aircraft types represented in your logbook Can you name some of the antique and classic aircraft that stand out in your mind
PHP Well Id start out with all modshyels of the Cub the E2 to the 12 the Bs I got into the OX-5s At different
times I owned four Waco lOs with OXshy5s Ive flown the short-nosed Amershyican Eagle the long nose American Eagle with OXs Ive flown the Eagshylerock with a Kinner
Going back to the Curtiss Robin with both the Lycoming Challenger and OX-5 engines the Tank engines which we have here The Ford Trimotor Taperwing Waco with the 300 Wright Travel Airs OX-5 Travel Airs 1000 2000 4000E 4000
VA You could probably go on with this all day long
PHP Yeah all the old airplanes Ive
always enjoyed flying the old-timers Now that our Pheasant is completed I flew that a little bit this summer but I didnt have the time and after my back surgery I wasn t in the best physical condition to fly it But it made me feel like a kid The other people who flew the airplane were Gene Chase and Colin Soucy - of course Gene has flown airplanes without brakes and with tailskids so it was a little refresher for him but Colin Soucy caught on quite rapidly being the natural pilot that he is
which we did when it was too windy on the taxiway unless we had someshybody out thered grab a wingtip to tum into the wind And then our airports too were fields and grass where you could always land into the wind Today youve got runways which makes it difficult
V A What memorabilia do you have from these early airplanes that you still treasure
PHP Part of the original propeller from my American Eagle thats mounted in my home I should have kept the whole airplane but when I
VINTAGE AIRPLANE 27
It kind of reshyminds me of a lost art Today pilots are pretty dam forshytunate having brakes tri-gears steerable tailwheels and all that where in the older days you didnt have that On a cold day like today if you asked a pilot of an OX-5 powered aircraft What would be one of your first concerns before you even start the enshygine hed say Oh Id better find some cardboard to cover the radiator to ensure that water temperature was up Think of that
And then hed look around and ask himself how he was going to get to the end of the runshyway Or should he take off from right here into the wind
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
went to World War II I kind of walked Audrey to give me a two-years Christshy PHP Thatd be 1943 I had 19 forced away from it and never knew what hapshy mas present - or three or whatever it landings on the way down from both pened to it but I did keep the prop It takes Buck Hilbert has a Porterfield carburetor ice which they were known was in my moms home for years and just like the one I had If I can locate for at that time plus a water pump years and then when I moved up here him a lower case for a Hisso we can leaking Id lose my water and the I got it from her and its mounted make a deal I would like to fly it just engined get hot and Id have to land downstairs along with a lot of other a little keep it a while and give it to I met a lot of farmers And then I memorabilia the EAA Air Adventure Museum as went down to Streetor Illinois I
part of my history landed on the side of a hill - it was V A Would you say that was the most Theres also an American Eagle March and the fields were soft shysignificant thing It s the first thing with a Kinner out in Gunnison Colshy and the airplane rolled back If you that came to your mind orado that a fella out there would sell didn t hold the stick back it would
to me but hes asking a little bit too dig in and bust the elevators so you PHP Yes the most significant thing Its much for it Id convert it to an OX had to hold the stick back if she got a little knick in started to slide
- andthe proprromwhen r---------------------------------------------------------- backwards I let Slim Schobert fly it once He owned an American Eaglet and Id fly my Waco or my Eagle at the time Slim taxied my Eagle out in a crosswind and - if he would have kept the power on (mimics stick and throttle motions with his hands) full rudder and the elevators up he could have have just missed it But he caught the right wing on one of the airport bounshydary markers and just took a piece out of the prop I remember taking my
The other thing that I have is the handkerchief to filter mosshycontrol stick out of the first powered quitos and other stuff airplane that I soloed - a 1935 Porter-field with a 70-hp
all these little techshyniques
It carried a lot of water and I reshymember down in Arkansas I landed in a cotton field and the fella there gave me water out of a rainbarrel I reshymember taking my handkerchief and straining it to filter mosquitos and other stuff that was in the water barrel and goshying up there and putshyting it in the radiator The OX-5 was a real good engine Usually when they quit - a rocker arm broke or someshything - the other cylinders would tum enough rpm to keep you going A good OX-5 turned 1400 to 1420 rpm at 90 horse and you
leBlond I have the ------------------------------------------------------------- cruised at about control stick out of that and the vertical long nose It hasnt flown since World 1300 - 1175 and shed just knock fin The airplane was in a crash and War II Its uncovered and hanging up around there Where do you get an one of my partners was killed in it in a hangar airplane today that bums six gallons an The stick is bent Ive got a piece of hour or so carries three people cruises wing rib and Ive got the newspaper VA Are there any other stories you at 80 and gets out of a pickle patch clipping from when it crashed I was can think of associated with any of But I ferried a couple of those down going out to fly it that day when I saw your pictures or bits and pieces of to Arkansas and we barnstormed all the cars along the road and I saw airplanes weekends down there One advantage him laying there The engine had we had was we could get fuel Everyshystarted running bad and he tried to get PHP Well I bought a couple of OX- body else got an A stamp and a B around the pattern and just stalled as 5s and I ferried them while I was teachshy stamp which limited the amount of he turned base leg at about 100 feet ing primary at Helena Montana Took gallons Ive got a picture of Pappy and she just went in off one March day with one of em for Hughes Jack Wismar - he was one
Arkansas between classes of the instructors - and me Pappy V A Thats a shame had this 55-gallon barrel in back of this
VA About what year would that have Ford pick-up We d carry anybody for PHP Yeah Im trying to convince been a ride for 50 cents or whatever This 28 JANUARY 1990
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
was down in Arkansas Those were the good old days
VA Do you have a favorite antique airplane
PUP Yeah the American Eagle was my favorite I guess because it was the first airplane I owned I came from a real poor family I taught myself to fly the glider and made some 2800 flights with it towed behind the car And my dad went to the bank and borshyrowed $25000 (which I didn t know at the time) - and heck he was onl y making probably 40 bucks a week I don t even know less than that really But he borrowed the money and I bought the Eagle from Dale Crites Dale checked me out in the airplane and I had a field over near the house I flew out of quite a bit Patty Otts field He was an old bachelor aucshytioneer and had a couple of horses there For me to leave my airplane on his field there shyabout seven blocks from the house shyId bring some of my moms pickles or sometimes a bucket of coal from our coal pile
V A That s how
PUP I have about 1700 hours in the L-17 which is a Navion - to me it felt just like walking That was an airplane that I demonstrated for the Army short field takeoffs and landshyings The Navion wasnt as fast as a Bonanza but for getting off and carrying a load and landing short it was tremendous I remember I made over 200 barrel rolls continuously circling Hales Corners airport at about 500 feet just for demonstration I tell you when I got down boy I was pretty woozy
it from him Audrey didnt know it for - oh probably six months She went to a ladies function over at Mark s house - they only lived about a block away from me in Hales Corners - and his wife asked How do you like the Cessna That spilled the beans Up until then Audrey thought Id just been borrowing the airplane
VA Do you see the criteriafor antique and classic aircraft expanding in the forseeable future
PUP think we
r--~=-=--l can see some exshy
--------------------------------------------------------- airplanes I would
Audrey thought Id just been borrowing the
airplane
pansion of the classic category nashytionwide but parkshying at the Convenshytion is a problem The reason Im holding 1955 at Oshkosh is logisshytics We need enough people and space to handle the airplanes properly I give credit to the wonderful people who do it I also feel the airplanes should be show quality not just a place for a transient who finds it more convenient to park in the Antique Classic area than in the North 40 Until they can figure that aspect out on it to give credit to those who have put qualshyity maintenance and care into their
you paid your tie-downs eh VA That Il do it
PUP Well and to use his field I had PUP But I flew that and I really enshyto put a wider tailskid on because he joyed that airplane It s a fine short said my tail skid was churning up his field airplane and one that is very alfalfa But Slim and I and Bud Perry docile I enjoyed it who later got killed flying a P-38 in As far as some of the others - r had Africa wed go out near Burlington a Cessna 195 which I really enjoyed and Waterford and circle around gun it s a pilots airplane especially in a our engines and land and people would crosswind or choppy weather or wind come out and wed take em for a ride condition that challenges you on landshyfor whatever they had I had a solo ing Its very comfortable In fact of license It wasn t legal all the airplanes that we had Audrey
thought it was the most comfortable VA Getting into classics do you have sitting in the back I bought it from a favorite one of those that you could John Mark He groundlooped it once talk about and it was enough for him so I bought
like to hold the limits to just what we have and try to ensure that what we disshyplay in those categories are show quality
VA How about Pioneer Airport What do you see in the future for Pioneer Airport
PUP At the present time I dont see much there other than static display and occasional flying It hasnt worked out like I would like because we just dont have a cadre of pilots who can fly the airplanes regularly We cant take the risk of losing some of these valuable airplanes and right now were also limited a bit In summer
VINTAGE AIRPLANE 29
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
unfortunately our winds are out of the southwest and some of the days were limited by crosswinds Our runway is long enough its about 2400 feet with good approaches
But to find somebody whos qualshyified to fly some of these airplanes conshysistently - not just once a year - isnt easy Of course the money to license the airplanes is a factor too Heck shythe Ford Trimotor flew just one time this year The amount of work put into licensing it wasnt really worth the efshyfort I hope that maybe this summer I can personally spend more time there Id like to see something like Cole Palens operashytion in Rhinebeck New York but Id rather not take a chance on sacrificshying the airplanes when you dont have somebody whos readily available
We have excelshylent cooperation from the control tower We stay clear of Wittman Fields runways and we have our own patterns The tower people enjoy it and they get credit for all the aircraft movements So we havent had a probshylem there In fact I give a good plug for our FAA people there and the Tower Chief Zonnie Fritsche and the tower chiefs before him
V A How do you feel about the role of the AntiqueClassic Division within EAA from the outset and on into the future
PUP Well Im responsible for formshying the Division - I dont know if youre aware of that When EAA was formed I was everything to it from aircraft parking to on-stage entertainshyment I found that if the organization was going to succeed Id better surshyround myself with people of a particushylar interest who would do what Id been doing I couldnt continue trying to be everything and seeing it not being
30 JANUARY 1990
done right Theres only so much time So as far as the Antique Division I called a group together that I thought would form it and we held the meeting at Hales Comers Id have to look at my diary back to 1970 when it started I proposed that we form a division but wed just appoint officers rather than have elections - and no dues EAA would issue membership cards and we would keep a list of everything The main reason for it would be to work at the Convention and take care of those people who had antique and classic
over --------------------------------
or classic aircraft
PUP Well I had proposed to the FAA to grant the individual who completely restored an antique airplane under the supervision of an AampP or AI the same type of repairman certificate that you have for a homebuilt It would be valid for that particular airplane and only that airplane as long as he or she owned it Most of the restorations that come here are done by individuals without an AampP And so I sent it to FAA and we had good support
At that time we were shot down Here it comes up again Mechanics say Well we got our AampP the hard way youve got to get yours the hard way Ive seen this in other areas of aviation The Recreational Pilots license is the same thing Gee whiz A guy cant learn to fly a Cub withshyout going through what I had to go through to get my license and thats ridiculous And here it is its coming up again with the Prishymary Category I feel that though I Overall its worked got a lot of support
out well and its growing
type airplanes And so everybody agreed I think there were about 60 people at the meeting
Well about a year went by and we found that nobody was joining because it was free So we set up a five-dollar dues Then people responded and its something Ive learned When its free it has no value So we did that Weve had some ups and downs just the same as the Warbirds and lAC but overall its worked out well and its growing
V A What is the current status on the petition to establish a repairmans cershytificate for the restorer of an antique
we didnt get enough from the people themselves who could benefit by it So its lain dormant Maybe we can purshysue it again Its
something that we should not give up And if there were enough people who wrote to us about it who see the beneshyfits of it within the AntiqueClassic Dishyvision we could pursue it further
VA Theres been a lot of talk about the exportation of classic airplanes primarly to England Were getting more and more mailfrom England with pictures of Luscombes Cubs and Champs Do you have any comments on the fact that many of our classic airplanes are disappearing overseas
PUP Well Im sure glad to see someshybody want em and take care of em
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Its our own fault if we sell something because they dont make any more but people can never recognize that and in away But on the other hand if an you can get them And Classic Aircraft the industry they want to promote owner decides to sell his airplane hes is building type-certified Wacos in transportation because that seems to be got to get a fair price for it wherever Lansing Michigan and heck a guy legitimate Recreation is legitimate he sells it Whether its here or elseshy can still get a set of Fleet drawings too Its the biggest business weve got where its certainly making the airshy We have to really scrap for powershy in this country Most people who fly planes more valuable Its helping our plants but there are still a lot of Conshy the airlines fly for recreation not busishyenthusiasts over there who would tinental 220s and Jacobs around for ness The airlines couldnt afford to never have the opportunity to fly that type full-size airplane run their business if it was only for airpbnes And thankfully weve got business travellers When Ive got the homebuilt movement to balance V A How do you feel about the cost of more invested in my airplane than the our loss flying these days price of a ticket on the airline I should
have a little more privilege and consid-VA How do you personally see the PHP The high cost of owning and eration relationship between the homebuilt moveshyment and the anshytiques and classics
PHP The antique airplanes always been my first love but I guess thats because of the era I grew up in It has so much nostalgia and thats why maybe I built airplanes like the Pober and the Super Ace The Pober Junior Ace which is much modified from the old Corben Junior Ace airplane could be made a cabin or - the one Im building is going to Youre limited on how be open cockpit side by side Its far you can fly byroomier than those from the old days your pocketbook - but still has low wing-loading and nostalgia And thats pretty important This
co~ Schuppel
VA You see the antiques and classshyics fitting into that role in what way
PHP Into recreshyation Theyre alshyready in it Why do people fly all the way from Califorshynia New York Texas to come here to this one spot on Earth during the later part of July Its recreation and fun
It also adds to the safety Our chapters putting on their events and our regional events cause people to fly and when you cause people to fly you improve their skills And were the only organization that does that
VA Whats imporshytant to remember
is why the homebuilt movement has been so important because you can make your own dream come true
VA What I hear from you is that we need low-and-slow airplanes airshyplanes that are easy to fly and that can use rural strips The numbers of those aircraft are decreasing with attrition and the antiques and classics going overseas and you see a need to reshyplace those with more of that style of homebuilts
PHP I agree with that completely Dale Crites built one J-5- and one Conshytinental-powered straight-wing Waco
operating an airplane is an important factor in aviation today The average guy who rents an airplane who flies 30 or 50 hours a year - hes hemmed in by range of his pocketbook The reshycreational pilot flying 100 miles from the airport maybe can t afford to fly even that far At 100 mph thats fi fty bucks out fifty bucks back - $100 on a weekend or Saturday People dont understand that Youre limited on how far you can fly by your pocketshybook when you rent And when you own you can go out a little bit farther but still it costs you a lot of money
The average guy who buys an airplane buys it for fun A lot of
for the future of EM and the Antique Classic Division
PHP Well I support all of aviation Ive been privileged to fly airplanes from gliders to jets to transports reshyfuelers the whole works - I love it all And it saddens me to see those in avishyation not supporting all of aviation I support all of it - from airlines to milshyitary flying and I hope this organizashytion does that in the future I know some of the meetings Ive been attendshying - well some people say we should specialize Youve got to support everyone - or you lose everyones support Its that simple bull
VINTAGE AIRPLANE 31
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
PASS IT TO--1] An information exchange column with input from readers
by Buck Hilbert (EM 21 NC 5) PO Box 424 Union IL 60180
Number please Letters Who writes letters anyshy
more Now phone calls thats the way to GO As a matter of fact just after I started the first sentence of this colshyumn I got one from a professional photographer with an assignment for a major clothing manufacturer who wants a World War I airplane as backshyground for a line of mens shoes That folks is the kind of stuff thats being passed to Buck
This past couple of weeks Ive had calls from Michigan Iowa California (outside the earthquake area) Maine Wisconsin and here in Illinois Now these are only a few that I can recall right off the top of my head The subshyject range is anything from engines to tailwheels Seems writin this column does attract people who have to talk to 32 JANUARY 1990
someone and they want answers NOW rather than waiting for the U S Mail
Please dont misunderstand I enjoy getting these calls and I do enjoy being able to offer suggestions and advice I DO try to help and I think it shows I know that at times a fella just needs someone to talk to and ifI fill the bi II why Im more than willing
Kinner engines seem to be a real hot topic the last few days The Fleet boys are running low on pieces and I guess some of my preaching about there are NO 2OOO-hour pre-war engines is taking effect Two of the calls were about that The fact that theyve reached the mark where they are thinkshying about the major overhaul Where do you get parts Well I can only suggest they get in touch with others who have had recent experience with
getting parts and having had their enshygines overhauled Fortunately I know of a few people who are able to help these callers
Parts-time Twice in the past month Ive had
calls from people who are rebuilding some real choice projects One Fleet and one Consolidated PT-3 Again they are looking for data prints and parts Fleets aren t easy to find wing ribs for The ribs are formed top-hat sections heat treated and they attach directly to the spars front and rear There are a set of dies around someshywhere last I heard they were in California but the waiting list is so long its almost impossible to get anyshywhere on this one
PT-3 The Consolidated PT-3 now there
is a real project A Wright J-5 Whirlwind is rare enough but to reshybuild a partial fuselage recreate the landing gear cabane struts and inshyterplane struts is a real project Our old friend Virginius Clark (Yep the Airshyfoil Man) designed the PT-l that the entire line of Consolidated Airplanes came from Clark one of the leading aeronautical engineers of that day and head of the U S Ai r Service Research amp Development Center at McCook Field now Wright-Patterson AFB created the specs for a new primary trainer to replace the Jennies that were fast disappearing through attrition He was an artist and although the overall effect just oozes simplicity you wouldnt believe how complex the machine is beneath that fabric exterior
It uses World War I Jenny-type conshystruction but with three different sizes of steel tubing braces with numerous drag amp anti-drag wires in each square of each bay There are more than 150 wires and turnbuckles in the section of fuselage aft of the cockpits The front part is made of I 18 tubing the cockpit area one inch and the rear 31 4 They all plug together and are held with 316 bolts at l20-degree angles to one another It looks so neat on paper that anyone could have thought of it But that was the weak spot in the whole fuesleage and why there arent any PT-3s around today except in museums The old soft steel tubing was very subject to rust and corrosion and was further weakened with these bolts in each of the longerons After only about 12 years of use the entire invenshy
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
tory was either donated to various avishyation schools around the country or scrapped The one the EAA Aviation Foundation has came from the baseshyment of the Arkansas State Teachers College a number of years ago The fuselage broke in half as the pilot alighshyted after delivering the airplane to the college It was used to teach mechanics wood and fabric work during the War Training Programs prior to World War II
Boy am I ramblin on but this airplane is one of my favorite projects Id really like to see it completed and flying as a tribute to Virginius Clark Clark went on to both heights and depths in his career He later developed the molded plywood techniques used at Lockheed to build the Vega and Sirius machines and from there formed his own company called the General Aircraft Company building Vega look-alikes He later went back to Fleet to build the F1eetstar another Vega look-alike (He had resigned from the u S Air Service to work with Reuben Fleet to form the Consolidated Aircraft Company and they built the PTs that he had originally designed) I dont think too many people are aware of all the contributions Clark made to avia-
Virginius Clarks Consolidated PT-3
tion design or how many people he trained and taught his construction methods to But John Northrop was one of his students and he was one of the principles in the design and buildshying of the giant Hughes Flying Boat He was still associated with that project when he died I only regret that I never had the chance to meet the man
Pet project Another of my phone calls was from
Birmingham Alabama Dick Simpson has finished up his E-2 Taylor Cub His description of its flight characterisshytics is that he feels like he is beating the family pet running that A-40 hard enough to keep the E-2 in the air Its so humorous and yet truthful that Ive asked him to give us the full story on the restoration Hes promised it SOON
Follow the Fleet Ralph Driscoll out in Iowa has his
Fleet going It was a struggle to get the K-5 parts he needed but he made it Im invited out to fly it and Im gonna do it too But after the weather gets back to normal Weve just had two days of SNOW here in northern Illinois and its only October 20 It was one
short Indian Summer believe me And there is no way I want to freeze these buns fl yin a Fleet in 30-degree weathshyer
Ive also heard from Bill Woodward up near Travis City Michigan He owns a straight-wing Great Lakes repshylica built by a fella name of Harmon back in 1982 up in Brownsville Maine Charlie put a Kinner on it and solved the built-in tail heaviness that brought about the swept wing on the later Lakes by poking the engine out in front a couple more inches The reshysult is a real neat looking homebuiit that is all Great Lakes except for the straight wing Id like to fly that one too when the weather permits Meanshywhile Ill just stay warm and cozy here in front of the typewriter and the phone Whoops there it goes again
Anybody know what color the headshyliner is in a 1940 Aeronca Chief George York You take that one will you
Winter doldrums One thing I like about winter the
flies all dies Thats the only real nice thing about winter Quite frankly the thought of getting the machine out of the hangar and going through the cold
VINTAGE AIRPLANE 33
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
weather starting procedures is more than enough to tum me off Now VINshyTAGE AIRPLANE Associate Editor Norm Petersen on the other hand acshytually enjoys the challenge He suits up in the appropriate gear goes through all the motions and ski-flies around terrorizing the neighbors and having fun () Not for me I more or less hibernate and thats the way it is
More and more phone calls keep coming in but some letters too Got some comment on pullin the prop through before starting from one of our seaplane pilots over in Michigan He actually agreed with me Must be from the old school I wonder what he does in the wintertime
Gopher broke What brought all this on was that a
couple mornings ago with the frost on the pumpkins I went out to fly I dragshyged the old 182 out of the hangar after Id pre-flighted it (Im no fool I preshyflighted it inside the hangar even beshyfore I opened the door out of the wind and cold where I could do it in a leishysurely manner) cranked it up (yes I did pull it through in the hangar) and almost as soon as it began to run pulled on the cabin heat and the defrosshyter Where oh where is that WARM air What the heck is that funny smell Are those com leaves coming out of the defroster Darned if it ain t What in the heck is goin on I shut down and investigated Back in the hangar of course
Normally when weather permits and I have something going in the hangar the 182 sits on the tiedown line outside its tail pointed toward the adshyjacent cornfield We had been working on the Mooney the Porterfield 35-70 and a couple of the Varga fuel tanks so the Cessna spent quite a bit of time out there this past month or so Well I guess the gophers must have thought they had a real good home ready made snug and warm cause they had literally stuffed the cabin heat air duct with com leaves They were all nice and dry and crumbly and a real comshybustible mess When I pulled on the cabin heat they were forced into the system and some of the looser debris came right on through and into the deshyfroster This is what I noticed when I pulled the cabin heat knob This was the first time Id asked for cabin heat this season How long the debris was in that duct is anybodys guess but we now had some work to do - purge the 34 JANUARY 1990
duct the heater and the distribution system throughout the cabin That was the biggest chore Just making sure all was clean and in order
The point Im trying to make is that when I uncowled the engine and went after the debris I got to think in about the importance of checking the heat exshychanger and the exhaust stacks the muffs get their heat from What if I hadnt had enough debris come through that Id noticed it Would it have ignited Was the integrity of the system compromised Was carbon
This incishy
dent carne
pretty close
to horne
Heck It
vvas horne
monoxide a consideration as well as a fire threat
Regardless as to how the little rasshycals (nice word for - varmints) had gotten in there and I feel it was almost an impossibility they created a probshylem that could exist in YOUR airplane as well as mine I think with all the winter flyin advice the cabin heater should be on the list of things to check not only for proper operation but bearshying in mind the potential threat of carshybon monoxide poisoning and the poshytential fire hazard
Weve all heard the horror stories and have had examples thrown at us
This incident came pretty close to home Heck It was home Im adding a check of the heating system includshying a complete disassembly of the muffs and a stack integrity check to my fall duties even though the annual was done in August
Oily bird One other thing Brian Van Wagnen
was here last week and Im goin around the 182 with a can of Aero Lube spray and lubing the hinges etc I got a real nice informative lecture The theory is that the Aero Lube is a grease and will actually clog up the pores of oil-light bearings It would be better if light oiling were used rather than the grease base It will penetrate the bearing surfaces much better and all the lubricant will flow
Heroes Another subject I get a little depreshy
ssed at how the regs and the bureaus are seemingly trying to put us in our place When is it going to be fashionshyable again to love airplanes Here in Illinois we have a state program called Aviation Ambassadors A group of us are volunteers and we talk and preach aviation to any and all - Lions Club luncheons VFW halls Senior Citizen programs school kids anyone who will listen The group does some 30 or so talks a month here in Illinois We need to advertise the fact that we are aviators We have accomplished someshything in our way of life that is an achievement to be proud of Where do the Lifeline Pilots come from who volshyunteer to fly medical cases to places of treatment Where do the med-evac copter pilots come from How about the corporate biz-pilots the airline pilots mechanics and the like They weren t born at the controls
One thing stands out in my mind though and that is the ones who have stuck it out the ones who fly in today s astmosphere are more than mere pilots to me They are Heroes They are the ones who keep me going The dyed-inshythe-wool guys who enjoy flying and fly their Antiques and Classics Well keep on f1yin no matter what the cost or how difficult it becomes We are the proud victims of the Airplane disease and the only way we can help ourselves is to FLY
Move over Norm I think Ill find some skis bull
Over to you
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
APRIL 8middot14 1990 LAKELAND FLORIDA
SEE JANUARY 90 SPORT AVIATION FOR DETAILS
Fly high with a quality Classic interior Complete interior assemblies for domiddotit-yourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog 01 complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
rwll111111111111111
I STITS POLY-FIBER I I THE MOST POPULAR II AIRCRAFT COVERING MATERIALS I I IN AVIATION HISTORY II H~~ES W H YI IIIIlProven Durability on Thousands of AircraftI FAA-S f C for Over 660 Aircraft Models Over 23 Years Service I ~ History Superior Quality Coatings Developed and Manufactured II Under the Quality Control of an FAA-PMA especially for Polyester II Fabric on Aircraft Not Brittle Automotive Finishes Modified Short Life I IIIIl Water Borne House Paint or Tinted and Relabeled Cellulose Dope II Will Not Support Combustion Lightest Covering Approved ~ IIIIl Under FAA-STC and PMA Most Economical Covering Materials IIIIl
II~I VIDEO T APE AVAILABLE I
~ FABRIC COVERING WITH RA Y STiTS Sponsored by EAA II Aviation Foundation Before Making Expensive Mistakes See This I ~ Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS ~I Ior Beta $4995 Also Direct from EAA (1-800-843-3612) and from I Slits Dlstrlblitors PAL PAL-M PAL-N amp SECAM also Available I
I~I ~ Especially for Aircraft Covering Poly-Fiber Manual with I
Detailed Instructions for Fabric Covering and Painting Aircraft II for Corrosion Control Latest Catalog and Distributor List II
I ISTITS POLY FIBERI AIRCRAFT COATINGS II IPO Box 3084-V Riverside CA 92519I IPhone (714) 684-4280
1rllllII1111111~
pO box 88 madison north carolina 27025 (919) 427-0216
AWWA MEMBER
MEMBER
rANI( PAINTlNb AND REPAIRING
SANDllASTING TANK LINUS ANO COATINGS PREVENTIVE TANK AINTNANCE INSPECTION SERVICE lADDER SAFETY EOUIPENT
RESERVOIR LINERS AND ROOfS
DISANTlING AND OVING TANKS
NEW USID AND RICONDITIONED TANKS
VINTAGE AIRPLANE 35
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
Where The Sellers and Buyers Meet 25cent per word $500 minimum charge Send your ad to
The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Association Inc is $3000 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $1800 annually Family Membershyship is available for an additional $1000 annually
AIRCRAFT Replica 213 scale Jenny - 2 place 4130 Outpershyforms the original Inexpensive and fast to build shyflown to Oshkosh twice Plans - $7500 video shy$2500 info - $100 Wiley PO Box 6366 Longmont CO 80502 (12-3)
(2) C-3 Aeronca Razorbacks - 1931 and 1934 Package includes extra engine and spares Fuseshylage wing spars and extra props Museum quality $30000 firm No tire kickers collect calls or pen pals please EE Buck Hilbert PO Box 424 Union IL 60180-0424
1943 Stinson Gullwing V-77 - Brand new ground up restoration to civilian status with new right side steps and door 300 Lycoming runs perfect and looks like new Rebuilt prop and instruments New glass new Stits new upholstery new tires and batshytery and a new annual Only 738 hours TT since new AampE A black beauty with gold and red trim Fly it home for $69500 John Bohmer Box 400 Brooten MN 56316 or 612346-2234 (1-1)
Bellanca 1946 14-13-2 Cruisair - 1100 TTAF 670 TT Franklin 150 hp 45 STOH runs great 75 gph 140 mph always hangared new wheels and brakes pictures available will deliver $11 000 obo Jim 5171773-3852 (2-2)
PLANS POBER PIXIE - VW powered parasol - unlimited in low-cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3 2 gph at cruise setting 15 large instruction sheets Plans - $6000 Info Pack - $500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ACRO SPORT - Single place biplane capable of unlimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawshyings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 139 page Builders Manual - $6000 Info Pack - $500 Super Acro Sport Wing Drawing shy$1500 The Technique of Aircraft Building shy$1200 plus $250 postage Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414529-2609
ENGINES Franklin 6A4-165-B3 - 176 hours since 0 time by factory Engine is disassembled all parts are cleaned and preserved Needs a crankshaft flange is bent and cracked Call 303536-4253 for comshyplete details Asking $1600 obo (1-1)
A65-8F - 152 SMOH Complete with chrome cylinders and logs Bendix Mags S4RN-20 and 21 with noise suppressors (82S0H) This engine is
absolutely ready to fly $400000 (Sensenich metal prop 90SN 74-CK-042 amp bolts available) John Barrett 303934-5755 730-400 wkdys 3031 422-9011 eves amp wknds (1-1)
MISCELLANEOUS Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new J E Soares Inc 7093 Dry Creek Road Belshygrade Montana 59714 406388-6069 Repair Stashytion 065-21 (c4-90)
ANTIQUECLASSICS EAA Member - $1800 Includes one year membership in EAA Anshytique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $2800 Inshycludes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airshyplane one year membership in the EAA and separate membership cards Sport Aviation not included
1910-1950 Original aviation items for sale - inshystruments wood propellers helmets goggles manuals 44-page catalog airmailed $500 Jon Alshydrich Box 706 Airport Groveland CA 95321 2091 962-6121 (c-2 90)
Will Share my treasure of aircraft parts - 24shyyear collection with continuous additions and still buying for all types of aircraft Tell me what you need Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 phone 501 394shy1022 anytime (c-390)
JN4-0 Memorabilia - Jenny Mail collector cachets actually flown in Jenny to Day and Osh along with T-shirts pins posters etc Send SASE for catalogpricing Virginia Aviation Co RD 5 Box 294 Warrenton VA 22186 (c-590)
lAC Membership in the International Aerobatic Club Inc is $2500 anshynually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
WARBIRDS Membership in the Warbirds of America Inc is $2500 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA
Gipsy Major Tiger Moth - parts aircraft and airshyboat builders supplies Pusher propellers informashytional brochure $540 postpaid Provairco Honey Harbour Ontario Canada POE 1EO 7051756shy2664 (1 1-90)
Let the government finance your small business Grantsl loans to $500000 Free recorded messhysage 707449-8600 (HP7) (2-2)
EAA EXPERIMENTER EAA membership and EAA EXPERIshyMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $18 00 per year
For sale - Vintage Airplane issues 11 75 through 12189 like new $8000 obo John Cadshyman 30 Valley Falls Road Vernon CT 06066 (1shy1)
Your Antique or Classic airplane is not only a pleashysure for you to see own and fly it is an investment When you choose us you are guaranteed quality workmanship experience and on-time delivery in woodworking steel tube and fabric Bead blasting and sandblasting Complete facility Aero-Products Airframe Santa Rosa CA 707573-8232 (1-1)
WANTED Wanted Continental 670 parts needed Motor mount ring wood prop hub nut and cone Stearshyman exhaust system and heat muff and shields These are for a homebuilt 6091783-5466 after 500 pm EST (2-2)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the folshylowing address
EAA A VIATION CENTER OSHKOSH WI 54903-3086
PHONE (414) 426-4800 OFFICE HOURS
815-500 MON-FRI
VINTAGE AIRPLANE 37
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
by George Hardie Jr
H ere s another from the Golden Age of Aviation Typically it was intended as a trainer The photo was submitted by George Goodhead of Tulsa Okshylahoma date and location not given Answers will be published in the April 1990 issue of VINTAGE AIRPLANE Deadline for that issue is February 10 1990
The Mystery Plane in the October issue didnt fool many readers
38 JANUARY 1990
Casimier Grevera of Sunnyvale California writes
The October Mystery Plane is Jack Northrop s first attempt at the flying wing This is his original flying wing built in 1928 by his newly formed Avion Corporation The wingspan was 30 feet six inches The early model was a pusher as shown in your photo powered by a Cirrus engine A later model was a tractor powered by a
Menasco A-4 four-cylinder air-cooled engine of 90 hp The test pilot was Eddie Bellande It made numerous flights in 1929 and 1930 at Muroc Dry Lake The design was patented May 10 1929 (US Patent 1929255) the experimental license was approved May 31 1929 (Reg 2164)
Designed with two cockpits offset from the center engine the airplane
J was usually flown from the left cockpit while the starboard opening was faired
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
over The landing gear was a reverse tricycle undercarrieage designed by Northrop and built by Menasco Motors
The all-metal airplane employed a newly developed type of structure in which the reinforced Duralumin skin provided both covering and most of the strength of the wings and tai I surfaces
This first flying wing was not actu-
The first Northrop Flying Wing
ally an all-wing airplane The design did not have all the factors of stability necesary for the elimination of the tail accounting for the two outrigger-type booms which carried the required tail control surfaces References can be found in Northrop - an aeronautical history by Fred Anderson - published by Northrop Corp 1976
Wing Wonders - the Story of the Flyshying Wings by ET Woolridge - National Air and Space Museum Smithsonian Institution Press 1985
Northrop Flying Wings by Edward T Maloney - World War II Publications Buena Park CA 1975 bull
VINTAGE AIRPLANE 39
