yJ u LN E VOL 34 No 7 2006

CONT ENTS 1 Straight amp Level

by Geoff Robison

2 VAA News

5 Aeromail

6 Restoration Corner Disassembly of an aircraft by Stan Gomoll

9 A Place They Call Oshkosh Poem by Bruce Reek

10 Here Come the Cubs Celebrating the 70th anniversary of the Cub convoy by Sparky Barnes Sargent

18 Connies Coupe Top Waco How a young ladys biplane survived and was revived by Sparky Barnes Sargent

26 What Our Members Are Restoring

28 The Vintage Instructor Airplane single-engine sea by Doug Stewart

30 Pass It to Buck Tool daffynitions by Buck Hilbert

32 Spark Plug Rotation A few maintenance tips by Steve Bender

34 Mystery Plane by HG Frautschy

38 Calendar

40 Classified Ads

COVERS FRONT COVER The one-of-a-kind Waco YPF restored by Rare Aircraft Ltd and owned by Jerry Wenger was originally ordered by a 24-year-old young lady Constance Eugenie Johnston She specified the unique decorative elements added to the Jacobs powered Waco as well as the deep purple metallic paint job Not much is known about her life but her aviation legacy is reborn in the restoration of her biplane The airplane was selected as the Reserve Grand Champion Antique at the 2006 Sun n Fun Fly-In in Lakeland Florida Photo supplied by Breezeway Rare Aircraft Ltd

BACK COVER Leon Basler of Bismarck South Dakota is a regular entrant in the EM Sport Aviashytion Art Competition and his watercolor painting of the Beech Staggerwing above a background of structure was selected as one of the finalists in the 2006 competition For more information about the competition and the award winners please log onto wwwAirVentureMuseumorgarl

STAFF EAA Publisher Tom Poberezny EAA EditormiddotinmiddotChief Scott Spangler Executive DirectorEditor HG Frautschy Administrative Assistant Jennifer Lehl Managing Edi tor Kathleen Witman News Editor Ric Reynolds Photography Jim Koepnick

Bonnie Bartel Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoenike Copy Editor Colleen Walsh Director of Adverti sing Katrina Bradshaw Display Advertising Representatives Northeast Allen Murray Phone 609-265-1666 fAX 609-265-1661 - Illail aliewlIlIrrayll1ill ilsprillgcolII

Southeast Ches ter Baumgartner Phone 727middot573middot0586 FAX 727-556-0177 emiddotmail dlltllllll ll1milldsprillgcom

Centra l Todd Reese Phone 800-444-9932 fAX 816middot741-6458 emiddotmail toddSpc-lIIagcom

Mountain amp Pacific Kei th Knowlton amp Associa tes Phone 770-516-2743 e-mail kekI IOWtOI1rll il1dsprillgcol1l

GEOFF ROBISON PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

AirVenture is coming Okay you yardbirds listen up

Times a wastin By now you should have all of your plans in place to atshytend the worlds greatest aviation event we all know as EAA AirVenshyture Oshkosh The lineup of activities this year is shaping up into yet anshyother awesome event From the excitshying American Barnstormers Tour (20 thats right 20 beautifully restored vintage aircraft from all around the country) to the beautiful display of Vintage past Grand Champion airshycraft-not to mention our virtually unmatched display of Antique Classhysic and Contemporary category airshyplanes Want to see the first Waco INF ever made Its restorers are planning on bringing it here So dust off that hangar queen youve been keeping to yourself and come share it with us at this years exciting event in Oshkosh I have mentioned only a few of the featured activities scheduled for the Vintage area To see everything hapshypening at AirVenture this year visit EAAs websites at wwwEAAorg and wwwAirVentureOIg for a complete and current listing of the featured activishyties and aircraft at this years event

Remember you gotta be there Speaking of AirVenture 2006 I reshy

cently had a conversation with a Vinshytage member who shared with me his viewpoint that the VAA has not done enough to assist the membership in the proper preparation and planning for a visit to EAA AirVenture My inishy

tial reaction was to explain to the gentleman that EAA was already fillshying this bill quite nicely and that we didnt need to repeat that planning information beyond pointing out when its available and the various outlets for that data

we dont do enough to

properly promote a first visit by

our valued VAA members to

Oshkosh But the more I thought about this

conversation the more I realized a number of us have made the trek to Oshkosh for so many years that we pretty much have it down to a scishyence If you think about it we dont do enough to properly promote a first visit by our valued VAA memshybers to Oshkosh

EAA has a number of excellent pro shygrams in place to assist our members in their planning such as the Housshying Hotline RideShare and flight planning But in addition to the new VAA site map in the June edition of Vintage Airplane (well have plenty of copies on hand at AirVenture if you didnt bring your copy with you) we

need to create a checklist of items necessary to make your visit easier to plan which would in turn virtually assure a more pleasurable experience at AirVenture Oshkosh

Although I failed to record the name of the member who called thanks for sharing your thoughtshyprovoking concerns with us Alshythough its too late to get anything together for this years event I think an all -encompassing checklist could be an invaluable planning resource for those members who find themshyselves wondering about unanswered questions and where to get them anshyswered We will set our sights on reshysolving this issue for the 2007 event so stay tuned for future developments

Since everyone keeps asking me the upgrade and now annual inspecshytion of my Cessna 120 is a continuing saga Progress is being made but the annual ended up being the annual from HE double hockey sticks as my mother-in-law used to say After way too many trips to the cylinder overshyhaul shop and a discovery that the rudder and elevator cables are likely original from 1947 not to mention the excellent and extensive work of the tin benders we are finally getting close to engaging the paint man and eventually flying this beauty once again Boy its a good thing this airshycraft is a partnership as I have no idea where I would have found the time to

continued on page 37

HAVE YOU MADE YOUR PLANS TO ATTEND EAA A IRVENTUR E 2006 EAA AIRVENTURE OSHKOSH 2006 THE WORLD S GREATEST AVIAT ION CELEBRATION-JULY 24-30

VAA IS ABOUT PARTICIPATION BE A ME MBER BE A VOLUNTEER BE THER E

V I N T AGE AIRPLANE

VAA AirVenture Area Map(=J

To help members who fly )) Theater In The

in understand the layout of West Side - ~lr jl I Wood s

the convention area adminis- ~ Vintage Aircraft ~ ( I)Camping Antique

tered by VAA weve prepared

this simplified map As you ~ can see camping starts at ~o Row 74 on the east side of

(O~ oS

the main northsouth road

(Wittman Road) with the arshy ~

Type Club Parking

Starts at ---- Row 74

eas to the north of that line--------- set up to handle display-only vintage aircraft Thats why you may see open areas as you taxi south to your campshying location

Once you arrive youll need to register your aircraft and or campsite In addishytion to roving registration vehicles there is one main aircraft registration building located j ust south of the Red Barn (see map) The EAA convention campgrounds are private campgrounds and are not open to non-EAA memshybers Each campsite must be registered by a current EAA member

If you want your aircraft to

~ Tall Pines ---- Cafe shy

Near Ultralights

Row 78

~ EAST SIDE ---shyVM CAMPING AND PARKING

STARTS HERE

Parking ( ( r)) ~ -0

D ~ Type Club amp

Showers Workshop Tents

ShowplaneCamper 0( r () RegIStration V V Red

Hangar BarnD Cafe

---------==---- -------

- parked along road and in rows 60 amp 61

VM Large Special

Interest Aircraft Antiques

Rows 60 Row SO amp 61 Anlique

Point ____---c---Ll__________--_--___

Flight Planning for Your EAA AirVenture Trip

As an EAA member (an imporshytant part of your VAA membership) you can use the EAA Flight Planshyner to chart your trip to Wittman Field for EAA AirVenture Oshkosh 2006 Just click on the EAA Flight Planner link on the left side of the home pages at wwweaaorg or www vintageaircra(torg

GRASS RUNWAYS AND FUEL As an added bonus we have a

handy list created by VAA member Kris Kortokrax posted on the home page at wwwvintageaircraftmiddotorg

Kris fli es a variety of old biplanes that are more pleasant to fly when they are flown from grass strips and

JULY 2006

he and his buddies from Shelbyville Illinois do their best to keep the old biplanes happy (and keep tire wear to a minimum) by flying crossshyco untry from grass strip to grass strip Finding fuel facilities can be a challenge these days and Kris has distilled this airport information to be useful for like-minded grass-runshyway-preferring pilots This data was current as of the beginn ing of the year and wed suggest calling ahead to confirm fuel availability and hours of operation If you have any changes or additions drop us an eshymail here at vintageaircrafteaaorg and well forward it to Kris

Our thanks to Kris for sharing his list Let us know if you find it useful

VAA AREA

GENERAL LAYOUT

VAA Special Display Area

D Comm Center

o VM Past Grand Champions

No Camping

Operations Shack

Row 62 through Row 77

CONTINUES TO ROW 150

be judged by VAA volunteer judges you need to be a current Vint age Aircraft Association member VAA contributes a significant portion of the costs related to the EAA awards that are presented to the award winners Another immedishyate benefit of VAA membership is your

free VAA Ai rVenture Oshkosh 2006 Parshytici pant Plaque which you can pick up in the rear of the Red Barn EAA and VAA membershi ps are available at both aircraft registration and at the memshybership booth located northeast of the Red Barn

Breakfast and a Briefing The VAA Tall Pines Cafe will be

in operation again this year with an expanded schedule prior to conshyvention and fly-in style pancake breakfasts during EAA AirVenture Start ing on Friday morning July 21 and continuing through Sunday July 23 the VAA Tall Pines Cafe will be open for breakfast (630 - 930 am) and dinner (430 - 730 pm) Starting Monday July 24 only breakfast will be served at the Tall Pines Cafe (6-930 am) As we had last year an FAA Flight Service Stashytion (FSS) trailer wi ll be located near the cafe At the trailer which will be north of the VAA Tall Pines Cafe you ll be able to check the weather

2

for your flight and obtain a full briefing from FSS specialists without having to trek up to the FAA Buildshying near the control tower Well see you there each morning for breakshyfast and a briefing

Are You a Friend of the VAA Red Barn

If so be sure to check in at the inshyformation desk at the VAA Red Barn There well issue you a special name badge We can also point out the loshycation for the Ford Tri-Motor rides If you have any questions feel free to ask for Jennifer Lehl the VAA adshyministrative assistant If you need to reach her in advance of your arrival call her at EAA headquarters 920shy426-6110

Our thanks to each of you who have contributed to the VAA Friends of the Red Barn 2006 campaign Well have the list of contributors in next months edition of Vintage Airplane

VAA Message Center If you would like to leave a messhy

sage for people you know who fre shyquent the VAA Red Barn stop by the information desk You can write them a message in our notebook on a string and well post th e ir name on the marker board so theyll know theres a message waiting for them Sure cellular phones and walkie-talkies are great but someshytimes nothing works better than a hand-scribbled note

VAA Picnic Tickets for the Wednesday July 26

annual VAA picnic held at the Nature Center will be available for sale at the VAA Red Barn Tickets must be purshychased in advance so we know how much food to order Tickets will be on sale at the VAA Red Barn prior to the start of EAA AirVenture The delishycious home-cooked meal including both beef and chicken will be served after 530 pm Trams will begin leavshying the VAA Red Barn around 5 pm and will make return trips after the picnic Type clubs may hold their anshynual banquets during the picnic Call Jeannie Hill (815-943-7205) and she

will reserve seating so your type club can sit together

Shawano Fly-Out The annual fly-out to Shawano is

Saturday July 29 The sign-up sheet will be at the desk at the VAA Red Barn and the briefing will be at 7 am the morning of the fly-out The comshymunity of Shawano is a big supporter of VAA and puts forth a lot of effort to sponsor this event It does a great job and we hope youll help us thank Shashywano by joining us

VAA Red Barn Store The VAA Red Barn Store chockshy

full of VAA logo merchandise and other great gear will be open with expanded hours all week long Monday through Saturday 8 am until 6 pm Early bird arrivals can shop on the previous weekend as well during limited hours Show your VAA membership card (or your receipt showing you joined VAA at the convention) and youll receive a 10 percent discount

On Friday July 28 from 7 pm to 9 pm there will be a special VAA members-only sale Bring your VAA card and youll receive an addishytional discount on specially priced merchandise See you there

VAA Volunteer Opportunities Are you an ace pancake flipper

If youre not one yet we can help The VAA Tall Pines Cafe is looking for volunteers who can help provide a hearty breakfast to all the hungry campers on the south end of Wittshyman Field If you could lend a hand for a morning or two wed appreciate it If thats not your cup of tea feel free to check with the VAA volunteer center located just to the northeast of the Red Barn The volunteers who opshyerate the booth will be happy to tell you when your help is needed each day It doesnt matter if its just for a few hours or for a few days-wed love to have your helping hands

Designated Smoking Areas Near Flightline

Smoking on the flightline at EAA

AirVenture is prohibited because its a hazard to all aircraft There are several designated smoking areas with butt cans along the flightline well away from aircraft and refueling operations

Designated smoking areas will be south of the ultralight runway near the Hangar Cafe near the Warbird area (northeast corner of Audrey Lane and Eide Avenue) the Wearhouse flag pole area the shade pavilion north of the control tower and near the Ultrashylight Barn Locations will be indicated on EAAs free convention grounds map The admission wristband also inshystructs visitors that smoking is allowed only in deSignated smoking areas

Pilots Advisory Avoid Saturday Afternoon Arrival

When youre making plans for your Oshkosh flight you should be aware of several mass arrivals Saturday afshyternoon July 22 That afternoon four large groups of aircraft plan to fly en masse to Wittman Regional Airport and they will be given priority by EAA AirVenture controllers

At 1 pm as many as 100 Beech Bonanzas will accompany the annual Bonanzas to Oshkosh (B20sh) formashytion fligh t

The first Cessnas to Oshkosh (C20sh) flight in honor of the 50th anniversary of the C-172182 will begin landing at 2 pm with 50 airplanes A second wave of mixed Cessnas is scheduled to begin arriving at 3 pm (If weather or other operational concerns get in the way this second group will be told to use the Fisk arrival)

At 4 pm the annual Mooney Caravan commences its arrival with 50 aircraft

As always be sure you obtain the official AirVenture notice to airmen and become familiar with arrival procedures Visit wwwAirVenture org2006flyingindexhtml for comshyplete downloading information or to order a hard copy

AirVenture Destination EAA Member Village

EAA members have it made at EAA AirVenture Oshkosh

Not only do they receive member

VINTAGE AIRP L ANE 3

rates on admission and special disshycounts and perks throughout the week but also once inside the gate they can take advantage of what the EAA Member Village has to offer

Learn about a new or established membership program or benefit Or about a special members dis shycount during the convention Stop in and grab a cup of coffee in the morning cool off when the sun is high attend a members-onlyAfshyter Hours reception or check eshymail anytime at the Internet Cafe Member Village is located just west of AeroShell Square

Im really excited about what we have in store for EAA members this year said Katrina Bradshaw EAA membership marketing direcshytor Our goal is to provide extra service and benefits to make a visit to AirVenture as enjoyable as possishyble and try to provide a true sense of what it means to belong

This year the campground will have its own mini Member Village that wi ll offer many of these same services before the show opens inshycluding Internet access Once the show starts (from July 24-30) mini Member Village hours may be adshyjusted according to demand

At Member Village proper see the Lucky Lease Diamond DA40 grand prize of the EAA Great Prize Giveaway and informational booths for EAA Young Eagles EAA AirVenture Museum all the EAA divisions and NAFI An enlarged kids area will also have lots of popular flight simulators

Four EAA After Hours events include sessions with aircraft deshySigner Burt Rutan and civilian asshytronaut Mike Melvill with other guests to be named

In the South Tent see the EAA Member Map get tickets for B-17 rides or a get a free sport pilot stushydent pilot certificate A special area also includes EAA program partshyners Falcon Insurance Agency AeroPlanner and AirF leet Capishytal Financing and information on EAAs autogas supplemental type

JULY 2006

certificate And a kit p lane will be constructed at the EAA Member Village Workshop

Dont forget your EAA memshybership card Bradshaw stressed Those who join at convention will receive temporary membership identification allowing them to take advantage of the specia l disshycounts and perks

Volunteer at EAA Member Village

Sound like a place where youd like to help during the convention Become a volunteer at EAA Memshyber Village by sending an e-mail to Kristy Heiman KHeimaneaaorg or call EAA Member Services at 800shy564-6322

More on the Web Visit wwwAirVentureorg for more

information on EAA AirVenture 2006

- Admission and hours wwwAirshyVenture org2006pl ann ingadm iss ion html

- Find or share a ride to Oshkosh wwwAirVentureolgrideshare

- Site maps wwwairventureorg 2006planning(orms_scheduleshtml

- Forum schedules wwwAirVenture org2006events(orumsl1tml

- Accommodations wwwAirVenshytureorg2006planningwhere_to_ stayhtml

- Disco u nts on airfare www airventureorg2006fyingairline_ discountshtml

- Get the NOTAM wwwAirVenshytureorgatcindex html

- AirVenture Planning Guide wwwA irVentureorg2006planning 06planningguidepd(

- Alternate airports and stops to and from Oshkosh wwwAirVenture org2006flyingaiternate_airportshtml

VAA AirVenture Notes Theres plenty to see and do during

EAA AirVenture Oshkosh 2006 and to help you find your way around the VAA area we created the VAA map inshycluded in last months issue of Vintage Airplane You dont need to tear it out of the magazine just stop by the VAA

Red Barn for a fresh copy Well have plenty of reprints available with a special guide on the back to help you find just what youre looking for in the Vintage area of the convention Here are a few items to help you plan your trip

See Living Aviation History during Good 01 Days

Step back in time at EAAs Pishyoneer Airport when we celebrate the annual Good 01 Days of aviashytion August 19-20 Good 01 Days activities include a childrens acshytivity center where kids will have the opportunity to experience hands-on games that were popular during the golden age of aviation

See a variety of vintage vehishycles on disp lay or take a free ride around the EAA grounds in a vinshytage prewar vehicle Visitors can tryout telegraph equipment by sending messages between two Pishyoneer Airport buildings

Airplane rides will be availshyable thro ughout the weekend in the 1929 Ford Tri-Motor Pitcairn Mailwing 1929 Travel Air biplane 1927 Swallow biplane and several Young Eagles airplanes

Visit wwwAirVentureMuseum org for more information And reshymember admission is always free for EAA members

Election Correction In order to revise the names listed

as the 2006 proxy agents the proxy statement for the 2006 ballot requires the following change

The undersigned member of the EAA Vintage Aircraft Associashytion does hereby appOint Charles Harris and George Daubner as the undersigneds agent and proxy to vote for himher at the next anshynual meeting of the association or at any adjournment or postponeshyment thereof at which member is not present upon all business of the meeting hereby ratifying and confirming all that they may do by virtue hereof You may mark the name changes on your ballot

4

Young Eagles Flights Enclosed is a photo and newspaper

article about our Young Eagles Rally on July 2 and 3 2005 We flew a total of 207 kids in these two days The following aircraft gave Young Eagles flights the first day Aeronca Champ Piper Super Cub Cessna 150 Cessna 172 Cessna 177 and Cessna 180 Weather conditions were a temperature of 95degF a heat index of 110degF and a 90-degree crosswind of 8 knots

Flights began at 10 am and continued until each and every Young Eagle had experienced the thrill of flight usually about 6 pm We all agreed that flying these Young Eagles was so rewarding that we would have gladly done it a third day Please encourage everyone to fly a Young Eagle I know that out of 207 flights we have inspired quite a few to learn to fly in the future

Sincerely Roland Denison VAA Chapter 30 New Iberia Louisiana

Anderson-Greenwood I would like to know what

information is available about a small aircraft developed in the late 1950s early 1960s known as the AndersonshyGreenwood Do any still exist Who might have the most info about one

Thanks for your help Sunny Daughdrill 5002 Lawson Av Gulfport MS 39507 Sunnyd333hotmailcom

Thanks for the note The airplane you are referring to is the AndersonshyGreenwood AG-14 (the FAA registration lists it as AND-51-A) an attractive single-engine pusher design that did make it into limited production

The airplane was the brainchild of Ben Anderson a former Boeing

engineer and his brother-in-law restored to flying condition Marvin Greenwood Its first flight was In 1974 sn 4 was photographed at October 1 1947 and five aircraft the EAA fly-in convention in Oshkosh were built All five are still registered Heres the photo part of the Dan N3900K (sn 1) N3903K (sn 4) Shumaker collection availabLe online N3904K (sn 5) N4254M (sn 2) and at www1000aircraftphotoscom If N314AG the aircraft recently soLd by anyone has additional information EAA which is sn 3 We do not know feel free to pass it aLong to Sunny and the actuaL condition of the other fOllr please copy us as well You can e-mail registered aircraft at this time but the us at VintageAircrafteaaorg former EAA airplane is currently being -HG Frautschy

SEND YOUR COMMENTS AND QUESTIONS TO

VAA LETTERS TO THE EDITOR

PO Box 3086 OSHKOSH WI 54903-3086

OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg

VINTAGE AIRPLANE 5

Current Editors Note This issue of Vintage Airplane contains one of a series of nine articles pertaining to the resshytoration of antique and classic airplanes Directors of the then-named AntiqueClassic Division of EAA originally wrote them in the mid-1980s but they are still relevant for todays vintage aircraft enthusiasts The late Art Morgan a longtime volunteer chairman of the AC Parking Committee wrote this article Our members have years of experishyence and a tremendous amount of talent however its likely everyone willieam something new from each article Please let us hear from you write to HG Frautschy Editor Vintage Airplane PO Box 3086 Oshkosh WI 54903shy3086 or e-mail VintageAircra(teaaorg -HGF

Disassembly of an aircraft BY STAN GOMOLL

Plan Ahead You ask Wha t s so difficult

about taking an airplane apart All I need are a few wrenches screwshydrivers punches and a hammer Not so With the price of airplane parts and their lack of availability it pays to plan ahead

There are many ways to disshyassemble an aircraft It can be quick and dirty with all the parts thrown together in a cardboard box then at a later date you may find yourself trying to figure out the puzzle Or one can take a little time now and save a lot of headshyscratching later wondering where all the odd parts go and looking for the missing parts that fell out of that cardboard box

One can learn a lot about the condition of the aircraft by checkshying the condition of the bolts during disassembly All the parts should be marked such as cables push-pu ll tubes pull eys brackshyets etc

With proper planning at the start you can save lots of work later The status of an aircraft at time of disasshysembly or purchase fa ll s into three general categories

1 Aircraft apart and stored 2 Aircraft assembled and stored 3 Aircraft flying If the aircraft is apart start by layshy

ing parts on the floor or ground in

order of assembly of the aircraft to get an overview as well as to check for missing parts Also this is a good opportunity to determine where all the parts go If a manua l is avail shyable it will really come in handy at this time Usually its easier to obtain missing parts at the time of purchase than at some later date

If the aircraft is assembled move it out in the open then stand back

20 or 30 feet and give it a good looking over Check for symmetry of the airframe paying close attenshytion to the tail group I have seen fuselages twisted up to 10 degrees due to improper repair wind damshyage or an accident Check that the tail wheel is not leaning to one side or the other Look at the airshycraft from the side to determine if both wings have the same amount of dihedral andor sweepback

Take pictures of everything Those items that look simple now can become very complicated later Take pictures of each cable routing the windshield windows baggage compartment fairings seat belt(s) instrument panel control wheels or sticks rudder pedals etc And be sure to include several different shots of the engine compartment The old saying a picture is worth a thousand words was never more true And when the project is fin shyished you can show your friends

what you started with Always remember just because

it was that way when taken apart does not make it right When availshyable use a manual to double-check everything

If the aircraft is flying make a list noting the following

1 Does the aircraft taxi straight 2 During flight how does the

plane perform and what are its en-

REPRINTED FROM Vintage Airplane MAY 1986

J U LY 2006 6

gine readings (This should must be weighted be noted for later comparishy Take pictures of everything and Always remove the proshyson) keep accurate notes peller before removing the

3 Are the con trois sloppy

4 Does the aircraft fly straight and level hands off

5 Are there vibrations during takeoff or landing

6 At touchdown does the aircraft have a tenshydency to go left or right

These are some of the things to look for as they can provide clues about problem areas For examshyple ground-handling trouble can result from a bent landing gear loose wheel bearing weak shock cords an improperly mounted tail wheel etc A defective shimmy dampener can cause problems on tri-gear airplanes

Before Disassembly Things to do or have on hand beshy

fore disassembly 1 Spray all visible bolts hinge

pins and turnbuckles with light penetrating oil such as WD-40

2 Drain gas tanks sump and carburetor

3 Drain oil 4 Remove battery 5 Have containers such as cofshy

fee cans with covers and Ziploc plastic bags for loose parts

6 Have proper tools long brass punches are useful

7 Have pre-bUilt wing racks or tires or cushions off an old couch to lay the wings on

8 Have a truck or trailer with plenty of ropes and padding

9 If hauling the fuselage home on its wheels a trailer hitch to bolt on in place of the tail wheel is useful Red flags or clearance lights to bolt on the fuselage are important

10 Have gust locks to secure control surfaces while handling andor transporting

11 Find boards to which flying and landing wires can be tied so they dont get bent Tag each wire

for proper identification The stated suggestions generally

pertain to all vintage aircraft howshyever certain types will require special handling Some taildraggers beshycome excessively nose-heavy when the wings are removed so to preshyvent them from standing on their noses the tail must be tied down or the aft fuselage weighted with a couple of concrete blocks Likewise a tri-gear airplane will become tailshyheavy when the engine is removed To prevent possible damage to the tail andor the aft fuselage the nose

Now that you know what lies ahead-and youve had your morning coffee and your help has arrived-lets get on with the job at hand

engine and even though you previously drained the carburetor treat the engine with great respect Next disconnect all engine conshytrols and wires Keep in mind when removing an engine that an old auto or truck tire makes a good pad to lay it on

If the fuselage is going to be towed home on its landing gear first remove the brake assemb lies as

they can cause the wheel and tire to overheat This could cause a tire to blowout or even start on fire reshysulting in the loss of what you have worked so hard to acquire Repack the wheel bearings and reinstall them whether you load the fuseshylage on a trailer or tow it on its gear Be sure to hang red flags or mount clearance lights on the fuselage beshyfore towing

Check that the load does not exceed the legal width for the states youll be traveling through

Also check the height for sufshyficient clearance under bridges overpasses and wiring along your route

If you plan on working in your garage make sure the project will fit through the door

If you experience inclement weather on moving day wrap the aircraft in heavy plastic mummy-like starting at the rear end of the load This prevents the airflow from lifting the plasshytic The plastic covering will also protect your pride and joy from road dirt that has a way of getshyting into nooks and crannies like you wouldnt believe

Get On With the Job Now that you know what lies

ahead-and youve had your morning coffee and your help has arrived-lets get on with the job at hand A word to the wise Use separate containers for all

V I N T AGE AIRP LANE 7

Before disassembly tag all flying and landshying wires and struts identifying the exact location of each

the hardware you remove so youll have an idea of what to shop for as replacements If you remove bolts that are too long and made up with a handful of washers be sure to reshyplace them with correct sizes

Start by removing all the fairshyings and inspection plates includshying wheelpants if installed Spray all bolts hinge pins and turnbuckshyles again Install gust locks on flaps and ailerons (can be two flat boards with a spring-loaded bolt between them) Disconnect control cables fuel lin es pitot-static lines and electrical wires

Pull cotter pins and remove nuts from all wing attach boits jury struts and lift struts at both ends but do not remove bolts yet Take extra care when removing fuel lines usin g two wrenches to keep from breaking fittings in the fuel tank

Its recommended to use a minshyimum of three people in removshying a wing panel (depending on its weight more could be needed)- two to support it and one to knock out the wing attach bolts A lO-inch or 12-inch brass rod works well here as it can be bent to get into tight spots I keep a supply of old bolts on hand when removing wing panels and as each wing attach and strut bolt is removed I replace it with one of one size smaller Then if there is a problem in removing a bolt the help isnt holding up a heavy wing panel After all the original bolts are out th e wing struts are removed Be sure to mark the struts right left and top

Next remove the rear spar attach

JULY 2006

bolt then the front spar attach bolt This will help to keep the wing from swinging aft and bending the rear attach fitting Then pull the panel straight away from the fuselage and place it on cushions off to one side out of the way If it wasnt preshyviously removed take care not to

Use separate

cantainers for

all the hardware

you remove so

youll have an

idea of what to

shop for as

replacements

damage the pitot tube After the wings are off the rudshy

der elevators a nd stabilizer are removed-also the fin if its not inshytegral with the fuse lage

The bigger the airplane the more problems will be encountered due to size and weight-for example with Stinson Reliants Fairchilds Howshyards Wacos etc The wing panel on a Gullwing Stinson requires at least four men to support it while a fifth removes the attach bolts Again a factory manual will be most useful in determining the proper proceshydure in disassembly and assembly of the plane

Biplanes pose special problems with their greater number of wing panels and associated struts and wires Before disassembly tag all flyshying and landing wires and struts identifying the exact location of each including top or bottom ends

Remove the fairings then disconshynect the cables or pushrods to the ailerons Place gust locks on all aileshyrons Disconnect fuel and pitot tube lines and electrical wiring to lights if installed Remove nuts from wing attach bolts and all struts

Loosen the flying wires taking care to not gouge scratch or bend these items (Theyre very expensive to replace these days) Some wires have provisions for using a wrench to aid in loosening jam nuts-othshyers will require two blocks of hard wood clamped around the wire

Before removing the upper wings be sure to support the lower panels (with sawhorses or people power) so they wont drop onto the ground

Some of the suggestions in this article might sound like a lot of exshytra work just to take an airplane apart but they will pay dividends later The extra steps outlined above will result in less damage to the airshyframe and fewer problems in identishyfying parts when the time comes to reassemble the airplane

The bottom line is to know what happens when each bolt or pin is reshymoved And don t be rushed by othshyers Remember it s you who will be restoring the plane

8

ILLUSTRATION TYSON RININGER amp HG FRAUTSCHY

A PLACE THEY CALL OSHKOSH BY BRUCE REEK

The moon shines brightly Casting wing shaped shadows The breeze gently creeking an unlocked rudder The sound ofa swing band rarely heard anymore Bringing back memories ofmy youthful flights

I look to my right An old veteran begins to relate The stories ofhis years ofservice Ofvaliant victories won and bloody missions accomplished The heroics and terror ofwar now recalled from his past

I look to my left A cropduster no more He longs for the thrill ofa tightening turn Over the green streaked fields and black plowed earth

I start to think of the young people Who down through the years have come with their dreams That I would give to them their first hours of flight I hear people say as they find out my age Why would anyone this old fly all of this way Then I hear a young boy ask his father these words When can I learn to fly in a plane such as this As he climbed into the cockpit and grabbed hold ofthe stick Both the Stearman on my left and the B-17 on the right In unison whispered Its happened again little yellow one

To revisit old memories To find new hopes and dreams It gives new lift to my wings and a surge through my cowl To think that an old Cub can inspire the young At this gathering ofpeople and planes a place they call Oshkosh

VINTAGE AIRPLANE 9

Celebrating the 70th anniversary of the Cub Convoy

Oub pilots from n ear and far converged on Sun n Fun at Lakeland Forida this year to celshyebrate the 70th annishy

versary of the very first Cub Convoy This gregarious gaggle of contemposhyrary aviators and aviatrixes exuded a joyful spirit-perhaps much the same as those from yesteryear who parshyticipated in the very first Cub Conshyvoy to the Miami All-American Air Maneuvers in December 1936 That Convoy was sponsored by William T Piper Sr president of Piper Aircraft Corp and more than 80 40-hp E-2 and J-2 Cubs participated Squadron leaders from all over the country led small groups of fewer than a dozen airplanes to meet in Orlando before

10 JULY 2006

BY SPARKY BARNES SARGENT

proceeding en masse to Miami The Convoy was held annually unshy

til the beginning of World War II and slipped away into a closed chapter of aviation history until 1994 when Ray Noll breathed new life into the concept of a Cub Convoy and orgashynized a flight to Alaska

And then in 2003 Harry P Mutter historian for the Piper Aviation Mushyseum in Lock Haven Pennsylvania realized that the 70th anniversary of the original Convoy would be a wonshyderful opportunity for Cubs from all over the country to gather together once more He set forth with great enshythusiasm to organize the event makshying it known that all ragwing Pipers from the early E-2 Cubs to the classhysic PA-22 Tri-Pacers would be heartshy

ily welcomed to participate Mutter knew that at least 40 aircraft would need to sign up in order to make a noteworthy entrance and showing at Sun n Fun

Yet by spring 200S only seven airshycraft owners expressed serious intershyest in making the flight Mutter who doesnt give up easily on a good idea issued another appeal at the Cub foshyrum during Sun n Fun 200S and then through the museums Cub Reshyporter newsletter and the Cub Clues newsletter Finally real interest in a celebratory Convoy was piqued John Love generously volunteered Loves Landing in central Florida as a renshydezvous site for Convoy participants on the weekend immediately prior to Sun n Fun From there they planned

Weleomes the

Cub Conv0l

to depart as a group and land in trail on the grass runway at Lakeland on Monday April 3 However the rendezshyvous point was changed just a couple of weeks prior to the event due to the FAAs requirement that the Convoy depart from Plant City Airport to make a mass arrival to Sun n Fun About 30 Pipers arrived at Plant City by twilight on Sunday April 2 and 21 more arrived the folshylowing morning

That Sunday afternoon Convoy participant Rusty Studenroth was one of several pilots who helped in his words practice the takeoff and arrival sequence for Mondays mass arrival at Lakeland by just flying around the pattern at Plant City using 30-second intervals Its elementary-just dont run into the guy in front of you and keep your distance just like you were in a busy trafshyfic pattern at a pancake breakfast fly-in Having recently retired Studenroth just couldnt pass up the opportunity to participate in the Convoy and made the solo flight to Florida from his home base in Hobart Indiana as a lightshysport pilot

By midday Monday the mass arrival of 51 colorful Cubs and Super Cruisers were alighting on the emerald green runway at Lakeland-Linder their wings shimmershying and glistening in the Florida sunshine There were old Cubs-dating as far back as 1939-and new Cubs too either recently restored or newly manufactured such as American Legend Aircraft Cos Legend Cub and Legend Cub Special along with CubCrafters Sport Cub One after another they landed interspersed with a few formation fly-bys from five Cubs on floats and slowly taxied by the spectators to their specially designated tieshydown area where they comfortably nestled nose to tail in several long rows

Atotal of 56 Pipers including Super Cruisers five float planes an L-4 and newly minted Cubs such as the American Legend Aircraft Cos Legend Cub and CubCrafters Sport Cub participated in the Cub Convoy

Harry Mutter Piper historian and Cub Convoy organizer strikes a pose with his PA-12 The City of the Angels

V INTAGE A I RPLAN E 11

At least two aircraft in the Convoy highlighted unique facets of aviation history A handsomely restored repshylica of the original Janey the famous Piper L-4B flown by Capt Dutch Schultz and used for artillery spotting in Europe during World War II filled a welcome niche beside its J-3 Cub brothers along with a noteworthy 1947 PA-12 The City of the Angels a Piper Super Cruiser currently owned by Cub Convoy organizer Mutter and beautifully restored by Dave Liebeshygott was the lead aircraft of a pair of PA-12s that completed a flight around the world in 1947 Its soft touchdown on the grass at Sun n Fun was the culmination of the Cub Convoys deshylightfully lengthy mass arrival which endured for about an hour

Cub Comrades The Convoys festivities continued

Tuesday afternoon when the parshyticipants enjoyed a delicious catered meal and eagerly shared tales of the adventures theyd encountered while en route to Lakeland Florida from their respective homes-as far away as Willits California and as close by as Brooksville Florida

Outside in the field of Cubs Ken Bollenback was reading a book and relaxing beside NC28001 a Cub hes owned for four years now (He has anshyother one at home in nearby Brooksshyville Florida) Like many other Cub owners he first heard about this years Convoy in the Cub Clubs newsletshyter Cub Clues Bollenback thought it

12 JULY 2006

sounded like a lot of fun and encourshyaged several other pilots to particishypate in the event I have a couple of other airplanes but they are going

The Destthing ohoutthis OUO Oonvogisthe hrigkligks

Itsputin ml ~honds eles

-Susan Davis

places airplanes and the Cubs are my Im already there airplanes he said with a candid smile adding lilts been neat seeing all the Cubs and Ive met a lot of new folks whose stoshyries I enjoyed hearing at the dinner

Ray Cook of Spring Grove Illishynois and his son Brian Cook of Coshycoa Beach Florida enjoyed working together (when possible) to restore N70971 It took two years to reshybuild the 1946 Cub after the previshyous owner flipped it on its back and those hours of labor and attention to detail were recognized at Sun n Fun when N70971 received the Outstandshying Classic Aircraft award I flew it May 312005 for the first time said

Ray Cook beaming with happiness and then I was invited to the Dayton Air Show and Aviation Heritage Invishytational where [ met Harry Mutter who was there with his Super Cruiser He talked about the Cub Convoy and I decided to participate Cooks solo flight from Kenosha Wisconsin to Plant City took 14 hours and 15 minshyutes spread out over a day and a half

Pilot Gary Austin didnt have quite as far to go when he flew the replica of the original Janey down from Georshygia for owner Mike Brady (who is affilshyiated with the Army Aviation Heritage Foundation) Austin says this 1943 L-4 was rebuilt in southern Tennesshysee and Capt Schultz was really imshypressed with the way it looked Schultz wrote the book Janey A Little Plane in a Big War about his experiences flying the original plane The owner wants to sell it so I flew it down from Atshylanta to Plant City by myself in about seven hours It was hazy but for the Southeast its nice weather The L-4 flies just about like a Cub except its a little lighter on the controls and this one has an 85-hp Continental engine with a conversion so it actually proshyduces about 95 hp and it takes off like an ultralight Thats the one deshyviation from the original Janey which had the A-65 but the appearance is exactly the same

Sharon and Steve Krog editorshypublishers of the Cub Clubs newsshyletter Cub Clues usually drive to Sun n Fun because they bring a virtual truckload of supplies with them for

Cubs gathered at Plant City on Sunday before departing to Clyde and Susan Davis flew their Cub all the way from CalishyLakeland the next day fornia to Lakeland to join the Cub Convoy celebration

the type club tent But this year they cheerfully took advantage of the opshyportunity to fly south together from Hartford Wisconsin in their 1945 Cub This couple is well accustomed to sharing flying time Sharon wanted to learn to fly after college and she ended up completing her flight inshystruction with CFI Steve Krog The two were married the following year IiThis is the way to go said Sharon explaining that liflying to Sun n Fun was a first for us It took 15 hours of flying and two days We landed at sunset at Plant City on Sunday and it was a beautiful trip other than some head winds and a little bit of fog in Tennessee I started out with gloves a headband and a couple of layers of clothing but of course it got warmer as we flew further south We convoyed with three other airplanes Gerry Sheahan flew Steves Cub Ron Price flew his 1946 J-3 and Charlie Slinger flew down in his 1940 Porshyterfield It was a very special trip just to look out and see the others flying along with us And other than Lock Haven you dont normally see this many Cubs in one place It started out as a once-in-a-lifetime adventure to fly the Cub down here but now that Ive done it it may be something that I want to do every year

From the Golden Gate to the Sunshine State

Another aviation-minded couple Rusty Studenroth flew his Cub from Indiana to Sun n Fun

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland

VINTAG E AIRPLANE 13

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

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We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

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THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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~ VINTAGE AIRPLANE 29

Before disassembly tag all flying and landshying wires and struts identifying the exact location of each

the hardware you remove so youll have an idea of what to shop for as replacements If you remove bolts that are too long and made up with a handful of washers be sure to reshyplace them with correct sizes

Start by removing all the fairshyings and inspection plates includshying wheelpants if installed Spray all bolts hinge pins and turnbuckshyles again Install gust locks on flaps and ailerons (can be two flat boards with a spring-loaded bolt between them) Disconnect control cables fuel lin es pitot-static lines and electrical wires

Pull cotter pins and remove nuts from all wing attach boits jury struts and lift struts at both ends but do not remove bolts yet Take extra care when removing fuel lines usin g two wrenches to keep from breaking fittings in the fuel tank

Its recommended to use a minshyimum of three people in removshying a wing panel (depending on its weight more could be needed)- two to support it and one to knock out the wing attach bolts A lO-inch or 12-inch brass rod works well here as it can be bent to get into tight spots I keep a supply of old bolts on hand when removing wing panels and as each wing attach and strut bolt is removed I replace it with one of one size smaller Then if there is a problem in removing a bolt the help isnt holding up a heavy wing panel After all the original bolts are out th e wing struts are removed Be sure to mark the struts right left and top

Next remove the rear spar attach

JULY 2006

bolt then the front spar attach bolt This will help to keep the wing from swinging aft and bending the rear attach fitting Then pull the panel straight away from the fuselage and place it on cushions off to one side out of the way If it wasnt preshyviously removed take care not to

Use separate

cantainers for

all the hardware

you remove so

youll have an

idea of what to

shop for as

replacements

damage the pitot tube After the wings are off the rudshy

der elevators a nd stabilizer are removed-also the fin if its not inshytegral with the fuse lage

The bigger the airplane the more problems will be encountered due to size and weight-for example with Stinson Reliants Fairchilds Howshyards Wacos etc The wing panel on a Gullwing Stinson requires at least four men to support it while a fifth removes the attach bolts Again a factory manual will be most useful in determining the proper proceshydure in disassembly and assembly of the plane

Biplanes pose special problems with their greater number of wing panels and associated struts and wires Before disassembly tag all flyshying and landing wires and struts identifying the exact location of each including top or bottom ends

Remove the fairings then disconshynect the cables or pushrods to the ailerons Place gust locks on all aileshyrons Disconnect fuel and pitot tube lines and electrical wiring to lights if installed Remove nuts from wing attach bolts and all struts

Loosen the flying wires taking care to not gouge scratch or bend these items (Theyre very expensive to replace these days) Some wires have provisions for using a wrench to aid in loosening jam nuts-othshyers will require two blocks of hard wood clamped around the wire

Before removing the upper wings be sure to support the lower panels (with sawhorses or people power) so they wont drop onto the ground

Some of the suggestions in this article might sound like a lot of exshytra work just to take an airplane apart but they will pay dividends later The extra steps outlined above will result in less damage to the airshyframe and fewer problems in identishyfying parts when the time comes to reassemble the airplane

The bottom line is to know what happens when each bolt or pin is reshymoved And don t be rushed by othshyers Remember it s you who will be restoring the plane

8

ILLUSTRATION TYSON RININGER amp HG FRAUTSCHY

A PLACE THEY CALL OSHKOSH BY BRUCE REEK

The moon shines brightly Casting wing shaped shadows The breeze gently creeking an unlocked rudder The sound ofa swing band rarely heard anymore Bringing back memories ofmy youthful flights

I look to my right An old veteran begins to relate The stories ofhis years ofservice Ofvaliant victories won and bloody missions accomplished The heroics and terror ofwar now recalled from his past

I look to my left A cropduster no more He longs for the thrill ofa tightening turn Over the green streaked fields and black plowed earth

I start to think of the young people Who down through the years have come with their dreams That I would give to them their first hours of flight I hear people say as they find out my age Why would anyone this old fly all of this way Then I hear a young boy ask his father these words When can I learn to fly in a plane such as this As he climbed into the cockpit and grabbed hold ofthe stick Both the Stearman on my left and the B-17 on the right In unison whispered Its happened again little yellow one

To revisit old memories To find new hopes and dreams It gives new lift to my wings and a surge through my cowl To think that an old Cub can inspire the young At this gathering ofpeople and planes a place they call Oshkosh

VINTAGE AIRPLANE 9

Celebrating the 70th anniversary of the Cub Convoy

Oub pilots from n ear and far converged on Sun n Fun at Lakeland Forida this year to celshyebrate the 70th annishy

versary of the very first Cub Convoy This gregarious gaggle of contemposhyrary aviators and aviatrixes exuded a joyful spirit-perhaps much the same as those from yesteryear who parshyticipated in the very first Cub Conshyvoy to the Miami All-American Air Maneuvers in December 1936 That Convoy was sponsored by William T Piper Sr president of Piper Aircraft Corp and more than 80 40-hp E-2 and J-2 Cubs participated Squadron leaders from all over the country led small groups of fewer than a dozen airplanes to meet in Orlando before

10 JULY 2006

BY SPARKY BARNES SARGENT

proceeding en masse to Miami The Convoy was held annually unshy

til the beginning of World War II and slipped away into a closed chapter of aviation history until 1994 when Ray Noll breathed new life into the concept of a Cub Convoy and orgashynized a flight to Alaska

And then in 2003 Harry P Mutter historian for the Piper Aviation Mushyseum in Lock Haven Pennsylvania realized that the 70th anniversary of the original Convoy would be a wonshyderful opportunity for Cubs from all over the country to gather together once more He set forth with great enshythusiasm to organize the event makshying it known that all ragwing Pipers from the early E-2 Cubs to the classhysic PA-22 Tri-Pacers would be heartshy

ily welcomed to participate Mutter knew that at least 40 aircraft would need to sign up in order to make a noteworthy entrance and showing at Sun n Fun

Yet by spring 200S only seven airshycraft owners expressed serious intershyest in making the flight Mutter who doesnt give up easily on a good idea issued another appeal at the Cub foshyrum during Sun n Fun 200S and then through the museums Cub Reshyporter newsletter and the Cub Clues newsletter Finally real interest in a celebratory Convoy was piqued John Love generously volunteered Loves Landing in central Florida as a renshydezvous site for Convoy participants on the weekend immediately prior to Sun n Fun From there they planned

Weleomes the

Cub Conv0l

to depart as a group and land in trail on the grass runway at Lakeland on Monday April 3 However the rendezshyvous point was changed just a couple of weeks prior to the event due to the FAAs requirement that the Convoy depart from Plant City Airport to make a mass arrival to Sun n Fun About 30 Pipers arrived at Plant City by twilight on Sunday April 2 and 21 more arrived the folshylowing morning

That Sunday afternoon Convoy participant Rusty Studenroth was one of several pilots who helped in his words practice the takeoff and arrival sequence for Mondays mass arrival at Lakeland by just flying around the pattern at Plant City using 30-second intervals Its elementary-just dont run into the guy in front of you and keep your distance just like you were in a busy trafshyfic pattern at a pancake breakfast fly-in Having recently retired Studenroth just couldnt pass up the opportunity to participate in the Convoy and made the solo flight to Florida from his home base in Hobart Indiana as a lightshysport pilot

By midday Monday the mass arrival of 51 colorful Cubs and Super Cruisers were alighting on the emerald green runway at Lakeland-Linder their wings shimmershying and glistening in the Florida sunshine There were old Cubs-dating as far back as 1939-and new Cubs too either recently restored or newly manufactured such as American Legend Aircraft Cos Legend Cub and Legend Cub Special along with CubCrafters Sport Cub One after another they landed interspersed with a few formation fly-bys from five Cubs on floats and slowly taxied by the spectators to their specially designated tieshydown area where they comfortably nestled nose to tail in several long rows

Atotal of 56 Pipers including Super Cruisers five float planes an L-4 and newly minted Cubs such as the American Legend Aircraft Cos Legend Cub and CubCrafters Sport Cub participated in the Cub Convoy

Harry Mutter Piper historian and Cub Convoy organizer strikes a pose with his PA-12 The City of the Angels

V INTAGE A I RPLAN E 11

At least two aircraft in the Convoy highlighted unique facets of aviation history A handsomely restored repshylica of the original Janey the famous Piper L-4B flown by Capt Dutch Schultz and used for artillery spotting in Europe during World War II filled a welcome niche beside its J-3 Cub brothers along with a noteworthy 1947 PA-12 The City of the Angels a Piper Super Cruiser currently owned by Cub Convoy organizer Mutter and beautifully restored by Dave Liebeshygott was the lead aircraft of a pair of PA-12s that completed a flight around the world in 1947 Its soft touchdown on the grass at Sun n Fun was the culmination of the Cub Convoys deshylightfully lengthy mass arrival which endured for about an hour

Cub Comrades The Convoys festivities continued

Tuesday afternoon when the parshyticipants enjoyed a delicious catered meal and eagerly shared tales of the adventures theyd encountered while en route to Lakeland Florida from their respective homes-as far away as Willits California and as close by as Brooksville Florida

Outside in the field of Cubs Ken Bollenback was reading a book and relaxing beside NC28001 a Cub hes owned for four years now (He has anshyother one at home in nearby Brooksshyville Florida) Like many other Cub owners he first heard about this years Convoy in the Cub Clubs newsletshyter Cub Clues Bollenback thought it

12 JULY 2006

sounded like a lot of fun and encourshyaged several other pilots to particishypate in the event I have a couple of other airplanes but they are going

The Destthing ohoutthis OUO Oonvogisthe hrigkligks

Itsputin ml ~honds eles

-Susan Davis

places airplanes and the Cubs are my Im already there airplanes he said with a candid smile adding lilts been neat seeing all the Cubs and Ive met a lot of new folks whose stoshyries I enjoyed hearing at the dinner

Ray Cook of Spring Grove Illishynois and his son Brian Cook of Coshycoa Beach Florida enjoyed working together (when possible) to restore N70971 It took two years to reshybuild the 1946 Cub after the previshyous owner flipped it on its back and those hours of labor and attention to detail were recognized at Sun n Fun when N70971 received the Outstandshying Classic Aircraft award I flew it May 312005 for the first time said

Ray Cook beaming with happiness and then I was invited to the Dayton Air Show and Aviation Heritage Invishytational where [ met Harry Mutter who was there with his Super Cruiser He talked about the Cub Convoy and I decided to participate Cooks solo flight from Kenosha Wisconsin to Plant City took 14 hours and 15 minshyutes spread out over a day and a half

Pilot Gary Austin didnt have quite as far to go when he flew the replica of the original Janey down from Georshygia for owner Mike Brady (who is affilshyiated with the Army Aviation Heritage Foundation) Austin says this 1943 L-4 was rebuilt in southern Tennesshysee and Capt Schultz was really imshypressed with the way it looked Schultz wrote the book Janey A Little Plane in a Big War about his experiences flying the original plane The owner wants to sell it so I flew it down from Atshylanta to Plant City by myself in about seven hours It was hazy but for the Southeast its nice weather The L-4 flies just about like a Cub except its a little lighter on the controls and this one has an 85-hp Continental engine with a conversion so it actually proshyduces about 95 hp and it takes off like an ultralight Thats the one deshyviation from the original Janey which had the A-65 but the appearance is exactly the same

Sharon and Steve Krog editorshypublishers of the Cub Clubs newsshyletter Cub Clues usually drive to Sun n Fun because they bring a virtual truckload of supplies with them for

Cubs gathered at Plant City on Sunday before departing to Clyde and Susan Davis flew their Cub all the way from CalishyLakeland the next day fornia to Lakeland to join the Cub Convoy celebration

the type club tent But this year they cheerfully took advantage of the opshyportunity to fly south together from Hartford Wisconsin in their 1945 Cub This couple is well accustomed to sharing flying time Sharon wanted to learn to fly after college and she ended up completing her flight inshystruction with CFI Steve Krog The two were married the following year IiThis is the way to go said Sharon explaining that liflying to Sun n Fun was a first for us It took 15 hours of flying and two days We landed at sunset at Plant City on Sunday and it was a beautiful trip other than some head winds and a little bit of fog in Tennessee I started out with gloves a headband and a couple of layers of clothing but of course it got warmer as we flew further south We convoyed with three other airplanes Gerry Sheahan flew Steves Cub Ron Price flew his 1946 J-3 and Charlie Slinger flew down in his 1940 Porshyterfield It was a very special trip just to look out and see the others flying along with us And other than Lock Haven you dont normally see this many Cubs in one place It started out as a once-in-a-lifetime adventure to fly the Cub down here but now that Ive done it it may be something that I want to do every year

From the Golden Gate to the Sunshine State

Another aviation-minded couple Rusty Studenroth flew his Cub from Indiana to Sun n Fun

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland

VINTAG E AIRPLANE 13

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

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- Steve Manchester

Steve Manchester Raynham MA

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bull Currently working toward commercial rating

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THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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ILLUSTRATION TYSON RININGER amp HG FRAUTSCHY

A PLACE THEY CALL OSHKOSH BY BRUCE REEK

The moon shines brightly Casting wing shaped shadows The breeze gently creeking an unlocked rudder The sound ofa swing band rarely heard anymore Bringing back memories ofmy youthful flights

I look to my right An old veteran begins to relate The stories ofhis years ofservice Ofvaliant victories won and bloody missions accomplished The heroics and terror ofwar now recalled from his past

I look to my left A cropduster no more He longs for the thrill ofa tightening turn Over the green streaked fields and black plowed earth

I start to think of the young people Who down through the years have come with their dreams That I would give to them their first hours of flight I hear people say as they find out my age Why would anyone this old fly all of this way Then I hear a young boy ask his father these words When can I learn to fly in a plane such as this As he climbed into the cockpit and grabbed hold ofthe stick Both the Stearman on my left and the B-17 on the right In unison whispered Its happened again little yellow one

To revisit old memories To find new hopes and dreams It gives new lift to my wings and a surge through my cowl To think that an old Cub can inspire the young At this gathering ofpeople and planes a place they call Oshkosh

VINTAGE AIRPLANE 9

Celebrating the 70th anniversary of the Cub Convoy

Oub pilots from n ear and far converged on Sun n Fun at Lakeland Forida this year to celshyebrate the 70th annishy

versary of the very first Cub Convoy This gregarious gaggle of contemposhyrary aviators and aviatrixes exuded a joyful spirit-perhaps much the same as those from yesteryear who parshyticipated in the very first Cub Conshyvoy to the Miami All-American Air Maneuvers in December 1936 That Convoy was sponsored by William T Piper Sr president of Piper Aircraft Corp and more than 80 40-hp E-2 and J-2 Cubs participated Squadron leaders from all over the country led small groups of fewer than a dozen airplanes to meet in Orlando before

10 JULY 2006

BY SPARKY BARNES SARGENT

proceeding en masse to Miami The Convoy was held annually unshy

til the beginning of World War II and slipped away into a closed chapter of aviation history until 1994 when Ray Noll breathed new life into the concept of a Cub Convoy and orgashynized a flight to Alaska

And then in 2003 Harry P Mutter historian for the Piper Aviation Mushyseum in Lock Haven Pennsylvania realized that the 70th anniversary of the original Convoy would be a wonshyderful opportunity for Cubs from all over the country to gather together once more He set forth with great enshythusiasm to organize the event makshying it known that all ragwing Pipers from the early E-2 Cubs to the classhysic PA-22 Tri-Pacers would be heartshy

ily welcomed to participate Mutter knew that at least 40 aircraft would need to sign up in order to make a noteworthy entrance and showing at Sun n Fun

Yet by spring 200S only seven airshycraft owners expressed serious intershyest in making the flight Mutter who doesnt give up easily on a good idea issued another appeal at the Cub foshyrum during Sun n Fun 200S and then through the museums Cub Reshyporter newsletter and the Cub Clues newsletter Finally real interest in a celebratory Convoy was piqued John Love generously volunteered Loves Landing in central Florida as a renshydezvous site for Convoy participants on the weekend immediately prior to Sun n Fun From there they planned

Weleomes the

Cub Conv0l

to depart as a group and land in trail on the grass runway at Lakeland on Monday April 3 However the rendezshyvous point was changed just a couple of weeks prior to the event due to the FAAs requirement that the Convoy depart from Plant City Airport to make a mass arrival to Sun n Fun About 30 Pipers arrived at Plant City by twilight on Sunday April 2 and 21 more arrived the folshylowing morning

That Sunday afternoon Convoy participant Rusty Studenroth was one of several pilots who helped in his words practice the takeoff and arrival sequence for Mondays mass arrival at Lakeland by just flying around the pattern at Plant City using 30-second intervals Its elementary-just dont run into the guy in front of you and keep your distance just like you were in a busy trafshyfic pattern at a pancake breakfast fly-in Having recently retired Studenroth just couldnt pass up the opportunity to participate in the Convoy and made the solo flight to Florida from his home base in Hobart Indiana as a lightshysport pilot

By midday Monday the mass arrival of 51 colorful Cubs and Super Cruisers were alighting on the emerald green runway at Lakeland-Linder their wings shimmershying and glistening in the Florida sunshine There were old Cubs-dating as far back as 1939-and new Cubs too either recently restored or newly manufactured such as American Legend Aircraft Cos Legend Cub and Legend Cub Special along with CubCrafters Sport Cub One after another they landed interspersed with a few formation fly-bys from five Cubs on floats and slowly taxied by the spectators to their specially designated tieshydown area where they comfortably nestled nose to tail in several long rows

Atotal of 56 Pipers including Super Cruisers five float planes an L-4 and newly minted Cubs such as the American Legend Aircraft Cos Legend Cub and CubCrafters Sport Cub participated in the Cub Convoy

Harry Mutter Piper historian and Cub Convoy organizer strikes a pose with his PA-12 The City of the Angels

V INTAGE A I RPLAN E 11

At least two aircraft in the Convoy highlighted unique facets of aviation history A handsomely restored repshylica of the original Janey the famous Piper L-4B flown by Capt Dutch Schultz and used for artillery spotting in Europe during World War II filled a welcome niche beside its J-3 Cub brothers along with a noteworthy 1947 PA-12 The City of the Angels a Piper Super Cruiser currently owned by Cub Convoy organizer Mutter and beautifully restored by Dave Liebeshygott was the lead aircraft of a pair of PA-12s that completed a flight around the world in 1947 Its soft touchdown on the grass at Sun n Fun was the culmination of the Cub Convoys deshylightfully lengthy mass arrival which endured for about an hour

Cub Comrades The Convoys festivities continued

Tuesday afternoon when the parshyticipants enjoyed a delicious catered meal and eagerly shared tales of the adventures theyd encountered while en route to Lakeland Florida from their respective homes-as far away as Willits California and as close by as Brooksville Florida

Outside in the field of Cubs Ken Bollenback was reading a book and relaxing beside NC28001 a Cub hes owned for four years now (He has anshyother one at home in nearby Brooksshyville Florida) Like many other Cub owners he first heard about this years Convoy in the Cub Clubs newsletshyter Cub Clues Bollenback thought it

12 JULY 2006

sounded like a lot of fun and encourshyaged several other pilots to particishypate in the event I have a couple of other airplanes but they are going

The Destthing ohoutthis OUO Oonvogisthe hrigkligks

Itsputin ml ~honds eles

-Susan Davis

places airplanes and the Cubs are my Im already there airplanes he said with a candid smile adding lilts been neat seeing all the Cubs and Ive met a lot of new folks whose stoshyries I enjoyed hearing at the dinner

Ray Cook of Spring Grove Illishynois and his son Brian Cook of Coshycoa Beach Florida enjoyed working together (when possible) to restore N70971 It took two years to reshybuild the 1946 Cub after the previshyous owner flipped it on its back and those hours of labor and attention to detail were recognized at Sun n Fun when N70971 received the Outstandshying Classic Aircraft award I flew it May 312005 for the first time said

Ray Cook beaming with happiness and then I was invited to the Dayton Air Show and Aviation Heritage Invishytational where [ met Harry Mutter who was there with his Super Cruiser He talked about the Cub Convoy and I decided to participate Cooks solo flight from Kenosha Wisconsin to Plant City took 14 hours and 15 minshyutes spread out over a day and a half

Pilot Gary Austin didnt have quite as far to go when he flew the replica of the original Janey down from Georshygia for owner Mike Brady (who is affilshyiated with the Army Aviation Heritage Foundation) Austin says this 1943 L-4 was rebuilt in southern Tennesshysee and Capt Schultz was really imshypressed with the way it looked Schultz wrote the book Janey A Little Plane in a Big War about his experiences flying the original plane The owner wants to sell it so I flew it down from Atshylanta to Plant City by myself in about seven hours It was hazy but for the Southeast its nice weather The L-4 flies just about like a Cub except its a little lighter on the controls and this one has an 85-hp Continental engine with a conversion so it actually proshyduces about 95 hp and it takes off like an ultralight Thats the one deshyviation from the original Janey which had the A-65 but the appearance is exactly the same

Sharon and Steve Krog editorshypublishers of the Cub Clubs newsshyletter Cub Clues usually drive to Sun n Fun because they bring a virtual truckload of supplies with them for

Cubs gathered at Plant City on Sunday before departing to Clyde and Susan Davis flew their Cub all the way from CalishyLakeland the next day fornia to Lakeland to join the Cub Convoy celebration

the type club tent But this year they cheerfully took advantage of the opshyportunity to fly south together from Hartford Wisconsin in their 1945 Cub This couple is well accustomed to sharing flying time Sharon wanted to learn to fly after college and she ended up completing her flight inshystruction with CFI Steve Krog The two were married the following year IiThis is the way to go said Sharon explaining that liflying to Sun n Fun was a first for us It took 15 hours of flying and two days We landed at sunset at Plant City on Sunday and it was a beautiful trip other than some head winds and a little bit of fog in Tennessee I started out with gloves a headband and a couple of layers of clothing but of course it got warmer as we flew further south We convoyed with three other airplanes Gerry Sheahan flew Steves Cub Ron Price flew his 1946 J-3 and Charlie Slinger flew down in his 1940 Porshyterfield It was a very special trip just to look out and see the others flying along with us And other than Lock Haven you dont normally see this many Cubs in one place It started out as a once-in-a-lifetime adventure to fly the Cub down here but now that Ive done it it may be something that I want to do every year

From the Golden Gate to the Sunshine State

Another aviation-minded couple Rusty Studenroth flew his Cub from Indiana to Sun n Fun

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland

VINTAG E AIRPLANE 13

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

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THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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Celebrating the 70th anniversary of the Cub Convoy

Oub pilots from n ear and far converged on Sun n Fun at Lakeland Forida this year to celshyebrate the 70th annishy

versary of the very first Cub Convoy This gregarious gaggle of contemposhyrary aviators and aviatrixes exuded a joyful spirit-perhaps much the same as those from yesteryear who parshyticipated in the very first Cub Conshyvoy to the Miami All-American Air Maneuvers in December 1936 That Convoy was sponsored by William T Piper Sr president of Piper Aircraft Corp and more than 80 40-hp E-2 and J-2 Cubs participated Squadron leaders from all over the country led small groups of fewer than a dozen airplanes to meet in Orlando before

10 JULY 2006

BY SPARKY BARNES SARGENT

proceeding en masse to Miami The Convoy was held annually unshy

til the beginning of World War II and slipped away into a closed chapter of aviation history until 1994 when Ray Noll breathed new life into the concept of a Cub Convoy and orgashynized a flight to Alaska

And then in 2003 Harry P Mutter historian for the Piper Aviation Mushyseum in Lock Haven Pennsylvania realized that the 70th anniversary of the original Convoy would be a wonshyderful opportunity for Cubs from all over the country to gather together once more He set forth with great enshythusiasm to organize the event makshying it known that all ragwing Pipers from the early E-2 Cubs to the classhysic PA-22 Tri-Pacers would be heartshy

ily welcomed to participate Mutter knew that at least 40 aircraft would need to sign up in order to make a noteworthy entrance and showing at Sun n Fun

Yet by spring 200S only seven airshycraft owners expressed serious intershyest in making the flight Mutter who doesnt give up easily on a good idea issued another appeal at the Cub foshyrum during Sun n Fun 200S and then through the museums Cub Reshyporter newsletter and the Cub Clues newsletter Finally real interest in a celebratory Convoy was piqued John Love generously volunteered Loves Landing in central Florida as a renshydezvous site for Convoy participants on the weekend immediately prior to Sun n Fun From there they planned

Weleomes the

Cub Conv0l

to depart as a group and land in trail on the grass runway at Lakeland on Monday April 3 However the rendezshyvous point was changed just a couple of weeks prior to the event due to the FAAs requirement that the Convoy depart from Plant City Airport to make a mass arrival to Sun n Fun About 30 Pipers arrived at Plant City by twilight on Sunday April 2 and 21 more arrived the folshylowing morning

That Sunday afternoon Convoy participant Rusty Studenroth was one of several pilots who helped in his words practice the takeoff and arrival sequence for Mondays mass arrival at Lakeland by just flying around the pattern at Plant City using 30-second intervals Its elementary-just dont run into the guy in front of you and keep your distance just like you were in a busy trafshyfic pattern at a pancake breakfast fly-in Having recently retired Studenroth just couldnt pass up the opportunity to participate in the Convoy and made the solo flight to Florida from his home base in Hobart Indiana as a lightshysport pilot

By midday Monday the mass arrival of 51 colorful Cubs and Super Cruisers were alighting on the emerald green runway at Lakeland-Linder their wings shimmershying and glistening in the Florida sunshine There were old Cubs-dating as far back as 1939-and new Cubs too either recently restored or newly manufactured such as American Legend Aircraft Cos Legend Cub and Legend Cub Special along with CubCrafters Sport Cub One after another they landed interspersed with a few formation fly-bys from five Cubs on floats and slowly taxied by the spectators to their specially designated tieshydown area where they comfortably nestled nose to tail in several long rows

Atotal of 56 Pipers including Super Cruisers five float planes an L-4 and newly minted Cubs such as the American Legend Aircraft Cos Legend Cub and CubCrafters Sport Cub participated in the Cub Convoy

Harry Mutter Piper historian and Cub Convoy organizer strikes a pose with his PA-12 The City of the Angels

V INTAGE A I RPLAN E 11

At least two aircraft in the Convoy highlighted unique facets of aviation history A handsomely restored repshylica of the original Janey the famous Piper L-4B flown by Capt Dutch Schultz and used for artillery spotting in Europe during World War II filled a welcome niche beside its J-3 Cub brothers along with a noteworthy 1947 PA-12 The City of the Angels a Piper Super Cruiser currently owned by Cub Convoy organizer Mutter and beautifully restored by Dave Liebeshygott was the lead aircraft of a pair of PA-12s that completed a flight around the world in 1947 Its soft touchdown on the grass at Sun n Fun was the culmination of the Cub Convoys deshylightfully lengthy mass arrival which endured for about an hour

Cub Comrades The Convoys festivities continued

Tuesday afternoon when the parshyticipants enjoyed a delicious catered meal and eagerly shared tales of the adventures theyd encountered while en route to Lakeland Florida from their respective homes-as far away as Willits California and as close by as Brooksville Florida

Outside in the field of Cubs Ken Bollenback was reading a book and relaxing beside NC28001 a Cub hes owned for four years now (He has anshyother one at home in nearby Brooksshyville Florida) Like many other Cub owners he first heard about this years Convoy in the Cub Clubs newsletshyter Cub Clues Bollenback thought it

12 JULY 2006

sounded like a lot of fun and encourshyaged several other pilots to particishypate in the event I have a couple of other airplanes but they are going

The Destthing ohoutthis OUO Oonvogisthe hrigkligks

Itsputin ml ~honds eles

-Susan Davis

places airplanes and the Cubs are my Im already there airplanes he said with a candid smile adding lilts been neat seeing all the Cubs and Ive met a lot of new folks whose stoshyries I enjoyed hearing at the dinner

Ray Cook of Spring Grove Illishynois and his son Brian Cook of Coshycoa Beach Florida enjoyed working together (when possible) to restore N70971 It took two years to reshybuild the 1946 Cub after the previshyous owner flipped it on its back and those hours of labor and attention to detail were recognized at Sun n Fun when N70971 received the Outstandshying Classic Aircraft award I flew it May 312005 for the first time said

Ray Cook beaming with happiness and then I was invited to the Dayton Air Show and Aviation Heritage Invishytational where [ met Harry Mutter who was there with his Super Cruiser He talked about the Cub Convoy and I decided to participate Cooks solo flight from Kenosha Wisconsin to Plant City took 14 hours and 15 minshyutes spread out over a day and a half

Pilot Gary Austin didnt have quite as far to go when he flew the replica of the original Janey down from Georshygia for owner Mike Brady (who is affilshyiated with the Army Aviation Heritage Foundation) Austin says this 1943 L-4 was rebuilt in southern Tennesshysee and Capt Schultz was really imshypressed with the way it looked Schultz wrote the book Janey A Little Plane in a Big War about his experiences flying the original plane The owner wants to sell it so I flew it down from Atshylanta to Plant City by myself in about seven hours It was hazy but for the Southeast its nice weather The L-4 flies just about like a Cub except its a little lighter on the controls and this one has an 85-hp Continental engine with a conversion so it actually proshyduces about 95 hp and it takes off like an ultralight Thats the one deshyviation from the original Janey which had the A-65 but the appearance is exactly the same

Sharon and Steve Krog editorshypublishers of the Cub Clubs newsshyletter Cub Clues usually drive to Sun n Fun because they bring a virtual truckload of supplies with them for

Cubs gathered at Plant City on Sunday before departing to Clyde and Susan Davis flew their Cub all the way from CalishyLakeland the next day fornia to Lakeland to join the Cub Convoy celebration

the type club tent But this year they cheerfully took advantage of the opshyportunity to fly south together from Hartford Wisconsin in their 1945 Cub This couple is well accustomed to sharing flying time Sharon wanted to learn to fly after college and she ended up completing her flight inshystruction with CFI Steve Krog The two were married the following year IiThis is the way to go said Sharon explaining that liflying to Sun n Fun was a first for us It took 15 hours of flying and two days We landed at sunset at Plant City on Sunday and it was a beautiful trip other than some head winds and a little bit of fog in Tennessee I started out with gloves a headband and a couple of layers of clothing but of course it got warmer as we flew further south We convoyed with three other airplanes Gerry Sheahan flew Steves Cub Ron Price flew his 1946 J-3 and Charlie Slinger flew down in his 1940 Porshyterfield It was a very special trip just to look out and see the others flying along with us And other than Lock Haven you dont normally see this many Cubs in one place It started out as a once-in-a-lifetime adventure to fly the Cub down here but now that Ive done it it may be something that I want to do every year

From the Golden Gate to the Sunshine State

Another aviation-minded couple Rusty Studenroth flew his Cub from Indiana to Sun n Fun

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland

VINTAG E AIRPLANE 13

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

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THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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~ VINTAGE AIRPLANE 29

Weleomes the

Cub Conv0l

to depart as a group and land in trail on the grass runway at Lakeland on Monday April 3 However the rendezshyvous point was changed just a couple of weeks prior to the event due to the FAAs requirement that the Convoy depart from Plant City Airport to make a mass arrival to Sun n Fun About 30 Pipers arrived at Plant City by twilight on Sunday April 2 and 21 more arrived the folshylowing morning

That Sunday afternoon Convoy participant Rusty Studenroth was one of several pilots who helped in his words practice the takeoff and arrival sequence for Mondays mass arrival at Lakeland by just flying around the pattern at Plant City using 30-second intervals Its elementary-just dont run into the guy in front of you and keep your distance just like you were in a busy trafshyfic pattern at a pancake breakfast fly-in Having recently retired Studenroth just couldnt pass up the opportunity to participate in the Convoy and made the solo flight to Florida from his home base in Hobart Indiana as a lightshysport pilot

By midday Monday the mass arrival of 51 colorful Cubs and Super Cruisers were alighting on the emerald green runway at Lakeland-Linder their wings shimmershying and glistening in the Florida sunshine There were old Cubs-dating as far back as 1939-and new Cubs too either recently restored or newly manufactured such as American Legend Aircraft Cos Legend Cub and Legend Cub Special along with CubCrafters Sport Cub One after another they landed interspersed with a few formation fly-bys from five Cubs on floats and slowly taxied by the spectators to their specially designated tieshydown area where they comfortably nestled nose to tail in several long rows

Atotal of 56 Pipers including Super Cruisers five float planes an L-4 and newly minted Cubs such as the American Legend Aircraft Cos Legend Cub and CubCrafters Sport Cub participated in the Cub Convoy

Harry Mutter Piper historian and Cub Convoy organizer strikes a pose with his PA-12 The City of the Angels

V INTAGE A I RPLAN E 11

At least two aircraft in the Convoy highlighted unique facets of aviation history A handsomely restored repshylica of the original Janey the famous Piper L-4B flown by Capt Dutch Schultz and used for artillery spotting in Europe during World War II filled a welcome niche beside its J-3 Cub brothers along with a noteworthy 1947 PA-12 The City of the Angels a Piper Super Cruiser currently owned by Cub Convoy organizer Mutter and beautifully restored by Dave Liebeshygott was the lead aircraft of a pair of PA-12s that completed a flight around the world in 1947 Its soft touchdown on the grass at Sun n Fun was the culmination of the Cub Convoys deshylightfully lengthy mass arrival which endured for about an hour

Cub Comrades The Convoys festivities continued

Tuesday afternoon when the parshyticipants enjoyed a delicious catered meal and eagerly shared tales of the adventures theyd encountered while en route to Lakeland Florida from their respective homes-as far away as Willits California and as close by as Brooksville Florida

Outside in the field of Cubs Ken Bollenback was reading a book and relaxing beside NC28001 a Cub hes owned for four years now (He has anshyother one at home in nearby Brooksshyville Florida) Like many other Cub owners he first heard about this years Convoy in the Cub Clubs newsletshyter Cub Clues Bollenback thought it

12 JULY 2006

sounded like a lot of fun and encourshyaged several other pilots to particishypate in the event I have a couple of other airplanes but they are going

The Destthing ohoutthis OUO Oonvogisthe hrigkligks

Itsputin ml ~honds eles

-Susan Davis

places airplanes and the Cubs are my Im already there airplanes he said with a candid smile adding lilts been neat seeing all the Cubs and Ive met a lot of new folks whose stoshyries I enjoyed hearing at the dinner

Ray Cook of Spring Grove Illishynois and his son Brian Cook of Coshycoa Beach Florida enjoyed working together (when possible) to restore N70971 It took two years to reshybuild the 1946 Cub after the previshyous owner flipped it on its back and those hours of labor and attention to detail were recognized at Sun n Fun when N70971 received the Outstandshying Classic Aircraft award I flew it May 312005 for the first time said

Ray Cook beaming with happiness and then I was invited to the Dayton Air Show and Aviation Heritage Invishytational where [ met Harry Mutter who was there with his Super Cruiser He talked about the Cub Convoy and I decided to participate Cooks solo flight from Kenosha Wisconsin to Plant City took 14 hours and 15 minshyutes spread out over a day and a half

Pilot Gary Austin didnt have quite as far to go when he flew the replica of the original Janey down from Georshygia for owner Mike Brady (who is affilshyiated with the Army Aviation Heritage Foundation) Austin says this 1943 L-4 was rebuilt in southern Tennesshysee and Capt Schultz was really imshypressed with the way it looked Schultz wrote the book Janey A Little Plane in a Big War about his experiences flying the original plane The owner wants to sell it so I flew it down from Atshylanta to Plant City by myself in about seven hours It was hazy but for the Southeast its nice weather The L-4 flies just about like a Cub except its a little lighter on the controls and this one has an 85-hp Continental engine with a conversion so it actually proshyduces about 95 hp and it takes off like an ultralight Thats the one deshyviation from the original Janey which had the A-65 but the appearance is exactly the same

Sharon and Steve Krog editorshypublishers of the Cub Clubs newsshyletter Cub Clues usually drive to Sun n Fun because they bring a virtual truckload of supplies with them for

Cubs gathered at Plant City on Sunday before departing to Clyde and Susan Davis flew their Cub all the way from CalishyLakeland the next day fornia to Lakeland to join the Cub Convoy celebration

the type club tent But this year they cheerfully took advantage of the opshyportunity to fly south together from Hartford Wisconsin in their 1945 Cub This couple is well accustomed to sharing flying time Sharon wanted to learn to fly after college and she ended up completing her flight inshystruction with CFI Steve Krog The two were married the following year IiThis is the way to go said Sharon explaining that liflying to Sun n Fun was a first for us It took 15 hours of flying and two days We landed at sunset at Plant City on Sunday and it was a beautiful trip other than some head winds and a little bit of fog in Tennessee I started out with gloves a headband and a couple of layers of clothing but of course it got warmer as we flew further south We convoyed with three other airplanes Gerry Sheahan flew Steves Cub Ron Price flew his 1946 J-3 and Charlie Slinger flew down in his 1940 Porshyterfield It was a very special trip just to look out and see the others flying along with us And other than Lock Haven you dont normally see this many Cubs in one place It started out as a once-in-a-lifetime adventure to fly the Cub down here but now that Ive done it it may be something that I want to do every year

From the Golden Gate to the Sunshine State

Another aviation-minded couple Rusty Studenroth flew his Cub from Indiana to Sun n Fun

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland

VINTAG E AIRPLANE 13

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

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THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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~ VINTAGE AIRPLANE 29

At least two aircraft in the Convoy highlighted unique facets of aviation history A handsomely restored repshylica of the original Janey the famous Piper L-4B flown by Capt Dutch Schultz and used for artillery spotting in Europe during World War II filled a welcome niche beside its J-3 Cub brothers along with a noteworthy 1947 PA-12 The City of the Angels a Piper Super Cruiser currently owned by Cub Convoy organizer Mutter and beautifully restored by Dave Liebeshygott was the lead aircraft of a pair of PA-12s that completed a flight around the world in 1947 Its soft touchdown on the grass at Sun n Fun was the culmination of the Cub Convoys deshylightfully lengthy mass arrival which endured for about an hour

Cub Comrades The Convoys festivities continued

Tuesday afternoon when the parshyticipants enjoyed a delicious catered meal and eagerly shared tales of the adventures theyd encountered while en route to Lakeland Florida from their respective homes-as far away as Willits California and as close by as Brooksville Florida

Outside in the field of Cubs Ken Bollenback was reading a book and relaxing beside NC28001 a Cub hes owned for four years now (He has anshyother one at home in nearby Brooksshyville Florida) Like many other Cub owners he first heard about this years Convoy in the Cub Clubs newsletshyter Cub Clues Bollenback thought it

12 JULY 2006

sounded like a lot of fun and encourshyaged several other pilots to particishypate in the event I have a couple of other airplanes but they are going

The Destthing ohoutthis OUO Oonvogisthe hrigkligks

Itsputin ml ~honds eles

-Susan Davis

places airplanes and the Cubs are my Im already there airplanes he said with a candid smile adding lilts been neat seeing all the Cubs and Ive met a lot of new folks whose stoshyries I enjoyed hearing at the dinner

Ray Cook of Spring Grove Illishynois and his son Brian Cook of Coshycoa Beach Florida enjoyed working together (when possible) to restore N70971 It took two years to reshybuild the 1946 Cub after the previshyous owner flipped it on its back and those hours of labor and attention to detail were recognized at Sun n Fun when N70971 received the Outstandshying Classic Aircraft award I flew it May 312005 for the first time said

Ray Cook beaming with happiness and then I was invited to the Dayton Air Show and Aviation Heritage Invishytational where [ met Harry Mutter who was there with his Super Cruiser He talked about the Cub Convoy and I decided to participate Cooks solo flight from Kenosha Wisconsin to Plant City took 14 hours and 15 minshyutes spread out over a day and a half

Pilot Gary Austin didnt have quite as far to go when he flew the replica of the original Janey down from Georshygia for owner Mike Brady (who is affilshyiated with the Army Aviation Heritage Foundation) Austin says this 1943 L-4 was rebuilt in southern Tennesshysee and Capt Schultz was really imshypressed with the way it looked Schultz wrote the book Janey A Little Plane in a Big War about his experiences flying the original plane The owner wants to sell it so I flew it down from Atshylanta to Plant City by myself in about seven hours It was hazy but for the Southeast its nice weather The L-4 flies just about like a Cub except its a little lighter on the controls and this one has an 85-hp Continental engine with a conversion so it actually proshyduces about 95 hp and it takes off like an ultralight Thats the one deshyviation from the original Janey which had the A-65 but the appearance is exactly the same

Sharon and Steve Krog editorshypublishers of the Cub Clubs newsshyletter Cub Clues usually drive to Sun n Fun because they bring a virtual truckload of supplies with them for

Cubs gathered at Plant City on Sunday before departing to Clyde and Susan Davis flew their Cub all the way from CalishyLakeland the next day fornia to Lakeland to join the Cub Convoy celebration

the type club tent But this year they cheerfully took advantage of the opshyportunity to fly south together from Hartford Wisconsin in their 1945 Cub This couple is well accustomed to sharing flying time Sharon wanted to learn to fly after college and she ended up completing her flight inshystruction with CFI Steve Krog The two were married the following year IiThis is the way to go said Sharon explaining that liflying to Sun n Fun was a first for us It took 15 hours of flying and two days We landed at sunset at Plant City on Sunday and it was a beautiful trip other than some head winds and a little bit of fog in Tennessee I started out with gloves a headband and a couple of layers of clothing but of course it got warmer as we flew further south We convoyed with three other airplanes Gerry Sheahan flew Steves Cub Ron Price flew his 1946 J-3 and Charlie Slinger flew down in his 1940 Porshyterfield It was a very special trip just to look out and see the others flying along with us And other than Lock Haven you dont normally see this many Cubs in one place It started out as a once-in-a-lifetime adventure to fly the Cub down here but now that Ive done it it may be something that I want to do every year

From the Golden Gate to the Sunshine State

Another aviation-minded couple Rusty Studenroth flew his Cub from Indiana to Sun n Fun

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland

VINTAG E AIRPLANE 13

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

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THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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~ VINTAGE AIRPLANE 29

Cubs gathered at Plant City on Sunday before departing to Clyde and Susan Davis flew their Cub all the way from CalishyLakeland the next day fornia to Lakeland to join the Cub Convoy celebration

the type club tent But this year they cheerfully took advantage of the opshyportunity to fly south together from Hartford Wisconsin in their 1945 Cub This couple is well accustomed to sharing flying time Sharon wanted to learn to fly after college and she ended up completing her flight inshystruction with CFI Steve Krog The two were married the following year IiThis is the way to go said Sharon explaining that liflying to Sun n Fun was a first for us It took 15 hours of flying and two days We landed at sunset at Plant City on Sunday and it was a beautiful trip other than some head winds and a little bit of fog in Tennessee I started out with gloves a headband and a couple of layers of clothing but of course it got warmer as we flew further south We convoyed with three other airplanes Gerry Sheahan flew Steves Cub Ron Price flew his 1946 J-3 and Charlie Slinger flew down in his 1940 Porshyterfield It was a very special trip just to look out and see the others flying along with us And other than Lock Haven you dont normally see this many Cubs in one place It started out as a once-in-a-lifetime adventure to fly the Cub down here but now that Ive done it it may be something that I want to do every year

From the Golden Gate to the Sunshine State

Another aviation-minded couple Rusty Studenroth flew his Cub from Indiana to Sun n Fun

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland

VINTAG E AIRPLANE 13

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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~ VINTAGE AIRPLANE 29

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy

Clyde and Susan Davis of Willits Calshyifornia say they typically plan one long adventure in their faithful 1939 Cub NC25806 every summer This year their decision was made inshystantly when they heard about the 70th anniversary of the Cub Convoy

Flying as sport pilots they shared the 43-hour flight from west to east beginning 150 miles north of the

Ray Cook of Spring Grove Illinois and his son Brian Cook of Cocoa Beach Florida smile as they pose with Rays Cub which was awarded Outstanding Classic Aircraft this year at Sun n Fun

Golden Gate Bridge During their first leg to Sonoma Sky Park their GPS showed a groundspeed of only 35 mph From there not daunted by the head winds they continued to

14 JULY 2006

Hollister for lunch and to Bakersfield for the night The next day it was on to Daggett in the Mojave Desert for fuel and an overnight with a friend near

Eagle Airpark in Arizona

After that we had to cross all those mountains and we saw 125shymph groundspeed on the GPS There were also a lot of flat plains at 6000 feet above sea level along that route Anyway we flew mostly along 1-40 past Tucumcari When we landed at Moriarty New Mexshyico the winds were pretty much down the runway at 45 mph gusting to 50 recalled Clyde with a chuckle elaborating that

several people insisted on coming out and hanging onto the wings while we taxied in We let them

While the Davises enjoyed meetshying nice folks at most every airport

Jim Colburn flies by in his sharpshylooking J-5

along their flight one place in particushylar stands out in their memories That was the grass strip at Reynolds Airport just north of Mobile Alabama When we landed 1 asked him if there was any place close by to spend the night and he asked me if 1 had a drivers lishycense said Clyde I said yes and afshyter 1 showed it to him he said hed let us use his car Then 1 asked about getting some lOOLL because we were a little bit low He said they didnt use that stuff there but hed give us a coushyple of cans to put in the car to buy some gasoline in town

Susan Davis laughed with delight as she recalled their visit and explained that the hospitality didnt end there The mans wife had a special treat in store She took me to their pond to see the alligator theyve been feeding for more than 20 years now and 1 got to feed it Now that was fun

The Davises thoroughly enjoyed their long cross-country together and Susan was eagerly anticipating her return flight home Thats right she planned to fly solo back to California

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

AERO CLASSIC COLLECTOR SERIES

Vintage Tires New USA Production

Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they

were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available

500 x 5 600 x 6 700 x 8

Oesser has the largest stock and selection of Vintage and Warbird ires in the world Contact us with

original manufacturers colors are available liINard-wirmilno Old Tune Finish with unlimHed color choices

- -1__mfltIJ Is no problem with the Superfllte Butyrate Dopel

VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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~ VINTAGE AIRPLANE 29

Heres an unusual combo-a Curtiss P-40 and a J-3 Cub landing on the runways at Lakeland

since Clyde had to return earlier to get back to work Ive always wanted to fly a long solo cross-country and since I got my sport pilot certificate last November in the Cub I feel ready to do it It took me much longer to get my license than I had hoped but tailshywheel-endorsed CFls are hard to come by in northern California When we first got the Cub my husband would let me do air work upstairs but not landings or takeoffs and when I fishynally got my first flight instructor she explained why that was He said You don t understand Susan-airplanes are like your children

She intends to take her time and visit friends and family as she wings

Gary Austin taxis this Piper L-4 which has been restored as a replica of theher way back to the Golden Gate L-4B Janey that was flown in Europe by Capt Alfred Dutch Schultz duringfrom the Sunshine State The only World War IIthing I get nervous about is if the

winds too high so I plan to get up

This good-looking J-5 was part of the Cub Convoy

VINTAGE AIRPLANE 15

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

ACub pilot makes a wheel landing on the grass at lakeland

Adistinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland

early and fly in the mornings I want to fly over the mountains on my way home but my husband doesnt want me to so Ive agreed to go the lessshymountainous southern route over 1shy40 she said adding with a hearty laugh The odds of getting 125-mph tail winds on the way back are astroshynomical but I expect it to be a great trip anyway

(Follow-up note Susan Davis comshypleted her personal Cub Convoy exshyperience by logging about 59 hours on her flight home to California spread out over a three-week time frame Despite high winds fog low clouds thunderstorms and even a tornado sighting as she flew south of Tucumcari New Mexico she insisted with contagious exuberance J had an absolute blast The theme this year

1 6 JULY 2006

at Sun n Fun was the joy of flight and I sure had that I dont think my long cross-country was a big deal I just thought of it as three- to fourshyhour legs one at a time Now that Im home I think the most imporshytant thing I can do to become a betshyter pilot is to learn a lot more about weather because I sure encountered a lot of it on my flight home)

Convoy Success Mutters personal inspiration and

drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories which have been deposited in the vintage aviation communitys collective memshyory bank-for those who enjoyed havshying the Cubs land at their airports across the country to those who imshy

mer sed themselves in the long rows of Cubs at Sun n Fun and especially for the participants themselves

Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feelshying that many aviators and aviatrixes will intimately understand from their own joyful time aloft The best thing about this Cub Convoy is the bright lights it s put in my husbands eyes she declared with a passion born of love for her husband and her own love of flying

And if youre wondering if there will be another Cub Convoy annivershysary celebration well Mutter has alshyready issued an appeal to the younger generation of Cub pilots challenging them to organize a lOath anniversary Cub Convoy

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

the Calhoun Beach Club in Minneshyapolis Minnesota When she took delivery of her Waco in November 1935 her address was listed as Wings Field in Ambler Pennsylvashynia By the following summer she had changed her address to the prestigious Lafayette Club at Minshynetonka Beach

Yet little else has been discovshyered about her life such as when and where she learned to fly after all the sporty Waco YPF with its narrow tread was not a beginners airplane Waco built only two YPF models in 1935 they were the first of the new advanced F models with an improved Clark Y airfoil a

more sophisticated and complex fushyselage a new empennage design a bump cowl and a coupe top for the pilot The front cockpit could hold two passengers or simply have a deshytachable metal cover placed over it

NC15700 is the only YPF still in existence It measures 22 feet 10 inches from prop to rudder stands

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

AERO CLASSIC COLLECTOR SERIES

Vintage Tires New USA Production

Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they

were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available

500 x 5 600 x 6 700 x 8

Oesser has the largest stock and selection of Vintage and Warbird ires in the world Contact us with

original manufacturers colors are available liINard-wirmilno Old Tune Finish with unlimHed color choices

- -1__mfltIJ Is no problem with the Superfllte Butyrate Dopel

VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

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GREAT BENEFITS

~ VINTAGE AIRPLANE 29

-

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co

8 feet 5 inches tall and has an upshyper wingspan of 30 feet with a lower wingspan of nearly 27 feet With its 75 gallons of fuel and the Jacobs maximum fuel burn of IS gph it has a 575-statute-mile range with a 100-mile reserve Its easily capable of cruising 135 mph with 140 mph indicated not uncommon It made the 1275-statute-mile fight from Owatonna Minnesota to Lakeshyland Florida in only 92 hours of flying time With this kind of pershyformance its easy to see that this Waco was truly the affluent sportsshy

2 0 JULY 2006

Note the bumps on the cowling with Connie Johnstons distinctively designed gold trim

man pilots flying machine in 1935

Bold Elegance Johnston embodied an assertive

flair for bold elegance as evidenced in her specifications to The Waco Aircraft Co regarding the finishing touches for NC15700 She selected a deep metallic purple and a bright blue for its flying colors highlighted by a trio of thin-line gold stripes in which she cleverly entwined her inishytials Her signature trim was desigshynated for the fuselage cowl bumps and wheelpants while shiny chrome

struts and stainless fl ying wires acshycented the wing and tail structure Grimes retractable landing light fitshytings were installed in the upper wings and Johnston elevated her deshysign a step beyond tradition by speshycifically requesting that there be no Waco logo on the biplane

The way she designed the plane you knew it was going to be neatshylooking when it was finished It s just all her and I hope I can find some of

sect her family so they can see the plane ~ and maybe tell me more about her ltJ)

13 said current owner Jerry Wenger of z ~ Wyoming who wanted the biplaneCD

restored very close to its original conshye ~ figuration I also know that she was

married twice Her first husband John K OMeara was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California In 1944 she married John E Beach on a ketch at the Nassau Yacht Club in the Bahamas She lived the good life

Johnston flew the biplane for about six months until one early spring day in April 1936 in Madishyson Wisconsin She had an incishydent that you can have when youre starting a round engine if you re not careful explained Wenger and she got a fire going and apparently there was some damage to the airshyplane That may have discouraged her because in August 1936 she sold the Waco to William Shaw and Robert Paul of Minneapolis Minneshysota and they had it flying again in just a few months

Colorful History NC15700 has been well known in

the Waco community for years beshycause of its rarity and even though its original aircraft logs were lost some interesting oral history and other aircraft records have been preserved that illuminate the bishyplanes colorful life during its 600 hours of flying time Ben and Jershyemy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories In the late 1930s Chuck Doyle Sf (Minshynesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

AERO CLASSIC COLLECTOR SERIES

Vintage Tires New USA Production

Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they

were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available

500 x 5 600 x 6 700 x 8

Oesser has the largest stock and selection of Vintage and Warbird ires in the world Contact us with

original manufacturers colors are available liINard-wirmilno Old Tune Finish with unlimHed color choices

- -1__mfltIJ Is no problem with the Superfllte Butyrate Dopel

VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

the YPF during air shows as owner Bill Shaw flew it Doyle couldnt get into the front cockpit with his parachute on though so he stood out on the wing walk while the Waco climbed to jump altitude About three owners later the Waco was in Miami Florida during the early 1940s where another woman owned it for a few months

Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame) known for his record of safe and sane flying traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Proshygram (CPTP) As he flew the Waco away from Florida at a low altitude his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet Ice landed at the nearest air base and informed them of the intruder so approprishyate action could be taken Ice conshytinued homeward flying NC15700 to Spearfish South Dakota where he used the Waco as an instrument trainer with the pilots coupe top canopy painted black and the inshystructor in the front seat

After the CPTP disbanded Ice sold the biplane in August 1944 to a Beulah Wyoming rancher by the name of Spencer Harper It seems that Harper liked to hunt deer and one day he landed out in a field with the Waco shot a deer with a nice rack of antlers and then loaded it in the front cockpit When Harper landed back at the local airport the deers head was quite visible to onshylookers who commented that it looked like a deer was flying the bishyplane from the front cockpit

Harpers adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar The rancher decided that instead of shoveling the drift away he d just blast through it with the airshyplane So he started the Waco and pushed the throttle to the firewall attempting to make tracks through the snow-but instead the grand

The way she designed the plane you knew it was

going to be neat-looking when it was finished

-Jerry Wenger

VI NTAGE AIRPLANE 21

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

AERO CLASSIC COLLECTOR SERIES

Vintage Tires New USA Production

Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they

were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available

500 x 5 600 x 6 700 x 8

Oesser has the largest stock and selection of Vintage and Warbird ires in the world Contact us with

original manufacturers colors are available liINard-wirmilno Old Tune Finish with unlimHed color choices

- -1__mfltIJ Is no problem with the Superfllte Butyrate Dopel

VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top

old biplane nosed over and flipped on its back It went back inside the hangar and Harper stored it until 1974 when he sold it toJim Horne of Eagan Minnesota Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Wacos curshyrent owner Jerry Wenger

Intrigue and Inspiration

Wenger has been flying since he was a teenager when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters Today he is no stranger to Waco restorations as his collecshytion spans about a 13-year period of Wacos early history

Im intrigued by a really unique airplane something that can and should be brought back to life I appreciate the history of it said Wenger enthusiastically partially exshyplaining his attraction to NC1S700 by adding I was kind of motivated because my grandfather was a pilot who owned a Waco 10 and he was

22 JULY 2006

Connie Johnston selected the bold color combination of Berry Brothers Plum Bronze and bright Nassau Blue

Look closely at the gold trim lines and youll notice Connie Johnstons initials (ly ing sideways) in the leading portion

my inspiration And my uncle barnshystormed in Wacos from Iowa to Colshyorado down to Louisiana

Rare Aircraft Under the guidance of Wenger the

Rare Aircraft Ltd restoration team was put to work bringing Connie Johnshyston s Waco YPF back to life These older airplanes were built at a time where technology was really expensive and labor was cheap Now the roles are reversed and technology is cheap but labor is expensive And these airshyplanes are still a hand-built labor-inshytensive project explained 33-year-old Jeremy Redman of Rare Aircraft who began learning the art of painting in his senior year of high school

His brother 28-year-old Ben Redshyman began welding taper-wing fushyselages while still in high school and wholeheartedly agrees He elaboshy

rated with a chuckle We sometimes say that were John Deere mechanics working on flying tractors just to reshymind ourselves how important it is to be able to step back from a project and remember that its a 1930s airshyplane The airplane is wonderful beshycause its simple-thats its heart its soul Its old and simple and you can lose touch with that so fast with all the tools we have in the shop

Rare Aircraft was established in 1991 in Owatonna Minnesota by the brothers father Roy Redman And as their award-winning work is unveiled for the public eye its inter-

Right These original Hill Aircraft Streamliner wheelpants

were an amazing find they were brand new

old stock still in their wooden packing crate

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

AERO CLASSIC COLLECTOR SERIES

Vintage Tires New USA Production

Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they

were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available

500 x 5 600 x 6 700 x 8

Oesser has the largest stock and selection of Vintage and Warbird ires in the world Contact us with

original manufacturers colors are available liINard-wirmilno Old Tune Finish with unlimHed color choices

- -1__mfltIJ Is no problem with the Superfllte Butyrate Dopel

VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

The one-of-a-kind 1935 Waco YPF with its coupe top was an eye-catcher on the flightline

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VINTAGE AIRPLANE 23

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

The Waco YPF has a narrow tread making it a bit more challenging to maneuver on the ground

Youll notice modern avionics in the Waco YPFs panel-a concession to safe and practical operation of the biplane in todays airspace

esting to see how this family business embraces the unique challengesshyand pleasures-that go beyond the scope of the project at hand The biggest pleasure is being able to spend time together and when you need the help and support thats reshyally good But when youre that fashymiliar it can be tough because you might not hold back with family members the way you would with others explained Jeremy

The brothers who exude more than just a youthful enthusiasm for their work are also quick to recognize another important aspect of their airshycraft restorations by giving credit to

2 4 JULY 2006

at least half a dozen other full-time employees Our restorations are a group effort said Ben and I cant state enough how fortunate we are to have the talent that we do have available every day These people are almost like extended family All told the Rare Aircraft restoration team spent about 9000 hours during three years to complete the detailed and challenging restoration of NC15700

Parts and Pieces Often if a nearly 70-year-old airshy

craft project is uncovered from the dusty corner of an old barn there are very few of the original airframe comshy

~

~ ~

~ ~ ~ w ~ a ~

ponents left intact creating quite a conundrum for those who want to restore it This is the third airplane project Ive bought out of a barn explained Wenger happily adding and it had at least a dozen signifishycant original parts Now thats a lot

Even so it took a considerable amount of detective work to fabshyricate and reassemble the biplane Rare Aircraft was able to obtain some Waco YPF drawings from the Smithshysonian adding to previous owner Jim Hornes collection of more than a dozen sub-assembly drawings Exshyisting parts were used for patterns if they were no longer considered to be airworthy

According to Ben and Jeremy Redshyman the original parts and pieces included the steel-tubular airframe boot cowl oil scoop air intake scoop and engine cowl Additionally there were many hardware items and fitshytings for the cockpi ts such as the handle for the locking tail wheel the throttle foot tread rudder pedals and even the knob for the front cockshypit door The original struts showed signs of wear so they decided to build new ones and had them chromed per Johnstons original personal specifishycations One interesting note is that the landing gear-to-fuselage attachshyment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones

While many of the wing fittings survived the wings themselves served only as patterns from which the Rare Aircraft team built new wood spars and ribs Wood fuselage fairings metal wing fairings and the fuel and oil tanks were also valuable as patterns for new ones and a new engine cowl was made by DampD Classic Restorations of Covington Ohio The coupe top structure and windshield were remanshyufactured using some original parts as well as the factory drawing

Score The most significant original item

that turned up with the project was enshycontinued on page 36

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

II My father and I both insure our vintage aircraft through AUA Inc

We have both found the service to be consistent prompt and

very courteous It is a pleasure doing business with AUA

- Steve Manchester

Steve Manchester Raynham MA

bull Owner 1946 Commonwealth Skyranger 185 N73820

bull Currently working toward commercial rating

bull Member EAA and AOPA

AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included - Fleet all risk coverages - No hand-propping exclusion ~~pc)(lelnr parts

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

THE YELLOW ROSE OF TEXAS Retired Delta captain Bill Scaggs of Irving Texas last

flew a Stinson 108 when he was a 22-year-old with just more than 1200 hours in the air Now retired with more than 24000 hours he found this Franklin-powered Stinshy

son 108-3 in a barn and the restoration was completed December 3 2003 thanks to Don Lewis an airframe and powerplant mechanic with an inspection authorization

BOB NORRIS FLEET

Bob Norris a retired United capshytain who hails from Redwood City California is an active VAA Chapter 29 member who found one of his first loves the Fleet 16B NC24197 which he used to own back in 1951 Now reshystored and flying out of the Hayward California airport Capt Norris has been enjoying flying Young Eagles in the Fleet which is powered by a 125-hp Kinner B5 His cross-country flight with the airplane along with other adventures are the subject of his most recent book Solo To FlyshyTo Climb available from booksellers across the country

26 JULY 2006

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

CURTISS ROBIN

DICK BYLUNDS PIPER CUB Built in 1941 this Cub last flew in 1948 When Dick Bylund of Minnetonka

Minnesota bought the project in 1972 as a basket case he didnt feel he had the expertise to restore the airplane so it sat for a few years With the help of EAA his local EAA chapter and Cub club members Dick learned as much as he could and did most of the work himself with the exception of the engine rebuild welding instrument repair and painting He did the metal work and in the process he upshygraded the J-3 from the trainer version to the sport edition and added the wheelshypants more instruments and lights Now flying around the Gopher State Dicks enjoying the fruits of his labors and he thanks the many folks who helped him along the way

Brian T Coughlin of Cazenovia New York sent us these two phoshytos of Doug Wallbridges 1929 J-1 Curtiss Robin NCS34N powered by a 17S-hp five-cylinder Wright J6-S (RS40) Doug is shown with the airplane during its run-up and taxi tests accomplished afshyter an eight-year restoration Last flown in the early 19S0s the airshyplane was part of the Clarence Ingersoll collection in Remsen New York

Mike Connor overhauled the Wright J6-S engine and Darren Banfield made a new cowling and fuel tanks before his unshytimely passing With the excepshytion of those two contributions all the remaining work was acshycomplished by Doug including a new set of wood wings with new ribs built per a supplemenshytal type certificate supplied by Lane Tufts Doug Wallbridge is no stranger to aircraft construcshytion he has built a Starduster Too Fly Baby and Cassutt racer and rebuilt a cabin Waco and PT-19 In the side photoshygraph Doug is holding the inshyertia starter handle while Teddy Coughlin Brians S-year-old son is by the wheel

send your photos to

Vintage Aircraft Association What Our Members Are Restoring P O Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

BY DOUG STEWART

Airplane single-engine sea Our go-around pOint was still

about a thousand feet in front of us so I endeavored not to raise the nose any higher than the ever-soshyslightly nose-high attitude I had esshytablished at about a hundred feet higher than I was now and I kept my power set to yield about a hunshydred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying

Since there was no wind our groundspeed was virtually the same as our airspeed and the hills on eishyther side seemed to be whizzing by Not only were they whizzing by above me they appeared to whiz by below as well as the calm glassy water of the lake underneath me reshyflected not only the hills beside me but the cerulean sky above There was no way to judge my altitude above the water so I proceeded as my instructor Master Instructor John Morrow sitting behind me vociferously encouraged me to

I resisted the urge to pull on the stick into more of a flare and within another second the floats of the Citabria touched down on the surshyface of the lake well short of my pre-chosen go-around point Now as I closed the throttle and pulled the stick all the way into my gut the airplane decelerated faster than if I had been using the brakes on land I had just completed my first glassy-water landing I was well on my way to completing my training

28 JULY 2006

for the addition of the airplane sinshygle-engine sea (ASES) rating to my pilot certificate

I have to say I have done many things in airplanes that were totally exciting and enthralling but this

at idle power

there will be no

problem in

telling where the

wind is coming

from In rather

quick fashion

the airplane will

weathervane

into the wind seaplane flying was quickly floating to the top of the list I have wanted to add the seaplane rating to my certificate for many years Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels So when I was invited to present a seminar at this years Speculator Seaplane Fly-In I could procrastinate no longer I just had to get my rating

The excitement for me started with the preflight inspection I conshysider myself fairly nimble and agile for my age but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in upshystate New York Not only does one have to inspect all the things that are part of a land airplane but all the other things associated with the airplanes operation on the water as well The flying wires that brace the floats the cables and pulleys that connect the air rudder to the water rudders and the cables and pulleys that lift the water rudders out of the water all have to be inspected And then there are the floats themshyselves It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compartshyments with the bilge pump

Preflight inspection completed it was time to start with some of the water work As soon as I cast off from the dock I rea lized that transhysitioning from heel brakes to toe brakes would not be a problem at all Regardless of the location of the brake pedals in the cockpit brakes are a nonentity in a seaplane

Once you are adrift in a seaplane

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

there are so many things to be aware of and to pay attention to Wind curshyrent boats Jet Skis swimmers logs (some partially submerged) rocks (some of these partially submerged as well) beavers (no alligators up here in New York) and more are all there to compete for your attention

And then there are the water rudshy

Dont flare dont flare youre pulling

back on the stick dont flare

These words were reverberating

through my headshyset loud and clear

ders Up or down-which way should they be I was told I am not alone as a land pilot transitioning to sea in forgetting to include raising or lowshyering the water rudders as n eeded They need to be down for the idle and plow taxi and up for step taxi as well as for takeoff and landing At least if you forget to lower them when on the wa ter at idl e power there will be no problem in telling where the wind is coming from In

rather quick fas hion the airplane will weathervane into the wind

The excitement continued as I learned the three ways to taxi a floatshyplane on the water idle plow and step Idle taxi was sim ple enough As the name implies if you keep the power at idle and with the water rudders down its a fairly simple job

continued on page 37

Stop the Search Search for vintage sheet metal parts no more Check out MetalAceTM English Wheels and accessories You can shape custom vintage aircraft parts in your shop You will be surprised at how easy it is to form sheet metal even small details in panels with our specialty

anvil wheels With MetalAce English Wheels you can

produce a smooth professional quality

finish on your project Try one of our machines today Check out our web site for more information

MetalHceN

ENGLISH WHEELS Craftsmen know

13958 Roberto Rd Bloomington Il 61704 phone 1-800-828-2043 or 1-309-827-6878

email rtangdivaolcom wwwengllshwheelsnet

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

JOIN TODAY 800-322-241 2

AND RECEIVE 12 ISSUES OF VINTAGE AIR CRAFT ALONG WITH OTHER

GREAT BENEFITS

~ VINTAGE AIRPLANE 29

EE BUCK HILBERT

Tool daffynitions that snaps off in bolt holes you couldnt use anyway

2-TON ENGINE HOIST A tool for testing the tensile strength on everything you forgot to disconshynect

CRAFTSMAN 12 X 16-INCH SCREWDRIVER A large pry bar that inexplicably has an accurately machined screwdriver tip on the end opposite the handle

AVIATION METAL SNIPS See hacksaw

TROUBLE LIGHT The home mechanics own tanning booth Sometimes called a drop light it is a good source of vitamin D the sunshine vitamin which is not otherwise found under cars at night Health benefits aside its main purpose is to consume 40shywatt light bulbs at about the same rate that lOS-mm howitzer shells might be used during say the first few hours of the Battle of the Bulge More often dark than light its name is somewhat misleading

PHILLIPS SCREWDRIVER Norshymally used to stab the vacuum seals under lids and for opening old-style paper-and-tin oil cans and splashing oil on your shirt but can also be used as the name implies to strip out Phillips screw heads

AIR COMPRESSOR A machine that takes energy produced in a

I know a bunch of you are on the Internet since I get plenty of calls and e-mails so a few of you have seen these tool daffynitions already I wish I knew whom to credit but Ive not been able to pin down a name Since weve been chatting about tools for the past few months I thought youd like to see some of these Here we go

AGlossary of Tools

DRILL PRESS A tall upright mashychine useful for suddenly snatchshying flat metal bar stock out of your hands so that it smacks you in the chest and flings your beer across the room splattering it against that freshly painted part you were drying

WIRE WHEEL Cleans paint off bolts and then throws them someshywhere under the workbench with the speed of light Also removes fingerprints and hard-earned guitar calluses from fingers in about the time it takes you to say ouch

ELECTRIC HAND DRILL Norshymally used for spinning blind rivets in their holes until you die of old age

PLIERS Used to round off bolt heads Sometimes used in the creshyation of blood blisters

HACKSAW One of a family of cutshyting tools built on the Ouija board principle It transforms human energy into a crooked unpredictshyable motion and the more you atshytempt to influence its course the

30 JULY 2006

more dismal your future becomes

VISE GRIPS Generally used afshyter pliers to further round off bolt heads If nothing else is available they can also be used to transfer intense welding heat to the palm of your hand

OXYACETYLENE TORCH Used almost entirely for lighting varishyous flammable objects in your shop on fire Also handy for ignitshying the grease inside the wheel hub you want the bearing race out of

WHITWORTH SOCKETS Once used for working on older British cars and motorcycles they are now used mainly for impersonating that 916 or 12 socket youve been searching for the last 15 minutes

HYDRAULIC FLOOR JACK Used for lowering an automobile to the ground after you have installed your new brake shoes trapping the jack handle firmly under the bumper

8-FOOT LONG DOUGLAS FIR 4X4 Used for levering an autoshymobile upward off of a trapped hydraulic jack handle

TWEEZERS A tool for removing wood splinters and wire wheel wires

E-Z OUT BOLT AND STUD EXshyTRACTOR A tool 10 times harder than any known drill bit

coal-burning power plant 200 miles away and transforms it into compressed air that travels by hose to a Chicago pneumatic imshypact wrench that grips rusty bolts that were last overtightened SO years ago by someone at Ford and neatly rounds off their heads

PRY BAR A tool used to crumple the metal surrounding that clip or bracket you needed to remove in order to replace a SO-cent part

HOSE CUTIER A tool used to cut hoses too short

HAMMER Originally employed as a weapon of war the hammer nowadays is used as a kind of dishyvining rod to locate the most exshypensive parts not far from the object we are trying to hit

MECHANIC S KNIFE Used to open and slice through the conshytents of cardboard cartons delivshyered to your front door works particularly well on contents such as seats vinyl records liquids in plastic bottles collector magashyzines refund checks and rubber or plastic parts Especially useful for sliCing work clothes but only while in use

DAMMIT TOOL Any handy tool that you grab and throw across the garage while yelling DAMMIT at the top of your lungs It is also the next tool that you will need

EXPLETIVE A balm also referred to as mechanics lube usually apshyplied verbally in hindsight which somehow eases those pains and indignities following our every deshyficiency in foresight

Come or the weekend BUILD FOR A LIF IME

HANDS-ON HOMEBUILDER WORKSHOP

SCHEDULE

Aug 1 2-1 3 Arlington WA

Aug 19-20 Indianapolis IN

Aug 26-27 Oshkosh WI

Sept 8-10 Frederick MD

Sept 8-10 GriffinGA (Atlanta Area)

Sept 9-10 Corona CA

Sept 9-10 Denver CO

Sept 1 5-1 7 Oshkosh WI

Sept 29-Qct 1

Oct 13-15 Griffin GA (Atlanta Area)

KLEINEAA SportAir Sponsors TOOLS

wwwklelntoolscom

bull Fabric Covering bull Sheet Metal Basics bull Electrical Systems ampAvion ics bull Introduction to Aircraft Building

bull Fabric Covering Sheet Metal Basics bull Electrical Systems amp Avionics bull Cas Welding bull Composite Construction

bull RV Assembly

bull Repairman (LSA) Inspection- Airplane

bull TIC Weld ing

bull RV Assembly

bull Fabric Covering bull Sheet Metal Basics bull Electrical Systems amp Avionics bull Composite Construction bull Introduction to Ai rcraft Bu ilding

bull Repairman (LSA) Inspection- Airplane

bull Repairman (LSA) Inspection- Airplane

bull TIC Welding

middotEBtshywwwpolytibercom wwwalrcraftsprucecom

So have you got any tools or ~EAA A techniques you want to know more iilPtJltllR 1-800-WORKSHOP about Lets hear from you Drop me a note and its WORKSHOPS 1-800-967-~746

Over to you ___~ wwwsportalrcom-Buck YOU CAN BUILD IT LET EAA TEACH YOU HOW

VI N TAGE AIR P LANE 31

coal-burning power plant 200 miles away and transforms it into compressed air that travels by hose to a Chicago pneumatic imshypact wrench that grips rusty bolts that were last overtightened SO years ago by someone at Ford and neatly rounds off their heads

PRY BAR A tool used to crumple the metal surrounding that clip or bracket you needed to remove in order to replace a SO-cent part

HOSE CUTIER A tool used to cut hoses too short

HAMMER Originally employed as a weapon of war the hammer nowadays is used as a kind of dishyvining rod to locate the most exshypensive parts not far from the object we are trying to hit

MECHANIC S KNIFE Used to open and slice through the conshytents of cardboard cartons delivshyered to your front door works particularly well on contents such as seats vinyl records liquids in plastic bottles collector magashyzines refund checks and rubber or plastic parts Especially useful for sliCing work clothes but only while in use

DAMMIT TOOL Any handy tool that you grab and throw across the garage while yelling DAMMIT at the top of your lungs It is also the next tool that you will need

EXPLETIVE A balm also referred to as mechanics lube usually apshyplied verbally in hindsight which somehow eases those pains and indignities following our every deshyficiency in foresight

Come or the weekend BUILD FOR A LIF IME

HANDS-ON HOMEBUILDER WORKSHOP

SCHEDULE

Aug 1 2-1 3 Arlington WA

Aug 19-20 Indianapolis IN

Aug 26-27 Oshkosh WI

Sept 8-10 Frederick MD

Sept 8-10 GriffinGA (Atlanta Area)

Sept 9-10 Corona CA

Sept 9-10 Denver CO

Sept 1 5-1 7 Oshkosh WI

Sept 29-Qct 1

Oct 13-15 Griffin GA (Atlanta Area)

KLEINEAA SportAir Sponsors TOOLS

wwwklelntoolscom

bull Fabric Covering bull Sheet Metal Basics bull Electrical Systems ampAvion ics bull Introduction to Aircraft Building

bull Fabric Covering Sheet Metal Basics bull Electrical Systems amp Avionics bull Cas Welding bull Composite Construction

bull RV Assembly

bull Repairman (LSA) Inspection- Airplane

bull TIC Weld ing

bull RV Assembly

bull Fabric Covering bull Sheet Metal Basics bull Electrical Systems amp Avionics bull Composite Construction bull Introduction to Ai rcraft Bu ilding

bull Repairman (LSA) Inspection- Airplane

bull Repairman (LSA) Inspection- Airplane

bull TIC Welding

middotEBtshywwwpolytibercom wwwalrcraftsprucecom

So have you got any tools or ~EAA A techniques you want to know more iilPtJltllR 1-800-WORKSHOP about Lets hear from you Drop me a note and its WORKSHOPS 1-800-967-~746

Over to you ___~ wwwsportalrcom-Buck YOU CAN BUILD IT LET EAA TEACH YOU HOW

VI N TAGE AIR P LANE 31

SPARK PLUG ROTATION A few maintenance tips

BY STEVE BENDER

For years many of us have been taught to carefully more wear on the center electrode while others have more remove inspect and clean our engines spark plugs wear on the outer electrodes Electrical energy to fire these before reinstalling them into the same position from plugs is provided by magnetos and these magnetos genershywhich they were removed The thinking behind this ate this electrical energy by rotating magnets within a multishy

was to detect potential engine problems early While there turn wire core To put it simply the north and south poles is a lot to be said for this organized approach I believe a of the magnets induce alternating positive and negative more methodical approach should electrical voltage within the wire core be taken By simply rotating spark To EQUALIZE ELECTRODE These charges are carried to the plugs plugs during their reinstallation by ignition leads The first lead carries

WEAR CAUSED BY TH ISwe may nearly double the plugs a positive voltage to the first plug The service life Heres why second lead carries a negative voltage CONSTANT FIRING

Spark plug wear is caused by to the second plug three major factors firing polarity POLARITY SIMPLY This alternating positive and negshyignition lead capacitance and lead ative voltage continues throughout

ROTATE THE PLUG TO Asalt deposits Without getting too the firing order with the same plug deeply involved lets take a look at always receiving either a positive or POSITION FIRING WITH how each of these factors contribshy negative voltage that causes greater utes to spark plug wear THE OPPOSITE POLARITY wear on the corresponding positive or

Spark plugs are made with one negative electrode To equalize elecshycenter positive electrode and two or more outer negative trode wear caused by this constant firing polarity simply roshyelectrodes Careful inspection of these electrodes over the tate the plug to a position firing with the opposite polarity service life of the spark plug will show some plugs have Swapping the plugs that have worn ground electrodes with

32 J U LY 2006

the plugs that have worn center electrodes does this easily Of course every rule of thumb has to have an exception and for firing polarity it is the Bendix 0-2000 and 0-3000 magnetos found on a few four-cylinder engines These magshynetos always fire with the same polarity so plug rotation will not even out electrode wear

The second major cause of spark plug wear is a direct result of using shielded spark plug leads Using two electrishycal conductors separated by electrical insulation within the shielded lead reduces aircraft radio electromagnet interfershyence Electrical energy is carried to the spark plug by elecshytrically pre-charging the shielded lead which then acts as a linear capacitor storing almost 25 percent of the electrishycal energy sent to the plug When the plug fires the energy stored within the lead is discharged into the spark plug This discharge occurs across the plugs electrodes after the fuel has been ignited thus serving no useful function while inshycreasing electrode wear The rule of thumb for ignition lead capacitance is the longer the ignition lead the greater the capacitance energy stored within the lead and the greater the residual spark plug electrode wear Rotating the spark plugs to cylinders with shorter lengths of ignition leads will equalize this wear between the spark plugs

Finally lead salt deposits formed from the burning of aviation gasoline containing lead additives cause corrosion on spark plug electrodes and shorten plug life Rotating the plugs from the bottom cylinder position to the top cylinder position will help equalize plug wear caused by this corroshy

sion The use of fuel additives such as tricresyl phosphate (TCP) can also minimize both fouling due to excess lead deshyposits and the corrosion caused by the deposits

Here is a simple methodical procedure for spark plug rotation that gives rotation from bottom-to-top short-toshylong lead and ensures reverse plug polarity This method will work with most horizontally opposed aircraft engines If your engine manufacturer has a recommended plug rotashytion schedule it should be used

For a six-cylinder engine 1T to 6B 2B to 5T 3T to 4B

IB to 6T 2T to 5B 3T to 4T

For a four-cylinder engine 1T to 4B 2B to 3T IB to 4T 2T to 3B

Spark plugs will need to be replaced periodically based on the manufacturers recommended time schedule or based on actual plug wear Ask yourself Why rotate spark plugs Then ask Why not

Just Like in the Good Old Days

All the Randolph products aD the Randolph colors aD the Randolph quality An aviation icon is back on the market again to stay

800-362-3490~ Or e-mail us at info ~ randolpbaircraftcom ~

~~

r========================================--shy

These are the first tools you need to buy when you re-cover your

airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly-Fiber

wwwpolyfibercom e-mail infopolyfibercom

Airc raft Coatings 800-362-3490

VINTAGE AIRPLANE 33

the plugs that have worn center electrodes does this easily Of course every rule of thumb has to have an exception and for firing polarity it is the Bendix 0-2000 and 0-3000 magnetos found on a few four-cylinder engines These magshynetos always fire with the same polarity so plug rotation will not even out electrode wear

The second major cause of spark plug wear is a direct result of using shielded spark plug leads Using two electrishycal conductors separated by electrical insulation within the shielded lead reduces aircraft radio electromagnet interfershyence Electrical energy is carried to the spark plug by elecshytrically pre-charging the shielded lead which then acts as a linear capacitor storing almost 25 percent of the electrishycal energy sent to the plug When the plug fires the energy stored within the lead is discharged into the spark plug This discharge occurs across the plugs electrodes after the fuel has been ignited thus serving no useful function while inshycreasing electrode wear The rule of thumb for ignition lead capacitance is the longer the ignition lead the greater the capacitance energy stored within the lead and the greater the residual spark plug electrode wear Rotating the spark plugs to cylinders with shorter lengths of ignition leads will equalize this wear between the spark plugs

Finally lead salt deposits formed from the burning of aviation gasoline containing lead additives cause corrosion on spark plug electrodes and shorten plug life Rotating the plugs from the bottom cylinder position to the top cylinder position will help equalize plug wear caused by this corroshy

sion The use of fuel additives such as tricresyl phosphate (TCP) can also minimize both fouling due to excess lead deshyposits and the corrosion caused by the deposits

Here is a simple methodical procedure for spark plug rotation that gives rotation from bottom-to-top short-toshylong lead and ensures reverse plug polarity This method will work with most horizontally opposed aircraft engines If your engine manufacturer has a recommended plug rotashytion schedule it should be used

For a six-cylinder engine 1T to 6B 2B to 5T 3T to 4B

IB to 6T 2T to 5B 3T to 4T

For a four-cylinder engine 1T to 4B 2B to 3T IB to 4T 2T to 3B

Spark plugs will need to be replaced periodically based on the manufacturers recommended time schedule or based on actual plug wear Ask yourself Why rotate spark plugs Then ask Why not

Just Like in the Good Old Days

All the Randolph products aD the Randolph colors aD the Randolph quality An aviation icon is back on the market again to stay

800-362-3490~ Or e-mail us at info ~ randolpbaircraftcom ~

~~

r========================================--shy

These are the first tools you need to buy when you re-cover your

airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly-Fiber

wwwpolyfibercom e-mail infopolyfibercom

Airc raft Coatings 800-362-3490

VINTAGE AIRPLANE 33

BY HG FRAUTSCHY

THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF

ELMER BUCK LEIGHTON COURTESY OF HIS GRANDSON CHRIS STRAUSS

THEY SHARED A COPY OF A CD OF PHOTOS WITH THE EAA LIBRARY

Send your answer to EAA Vintage Airplane PO You can also send your response via e-mail Send Box 3086 Oshkosh WI 54903-3086 Your answer your answer to mysteryplaneeaaorg Be sure to include needs to be in no later than August 10 for inclusion your name city and state in the body of your note and in the October 2006 issue of Vintage Airplane put (Month) Mystery Plane in the subject line

(Back in April after attempting to locate a past member and having been informed hed departed our world I wrote that Ted Businger of Evening Shade Arkansas was the late Ted Businger Im happy to report Ted inshyformed us hes still very much with us and those of us whod thought hed passed away were very much in error Glad youre still with us Ted) 34 JULY 2006

APRIL S MYSTERY ANSWER

The April Mystery Plane came to us from the collection of longtime VAA member Ted Businger of Ash Flat Arkansas The Roy Russell photo generated exactly one response It came from Minneapolis Minnesota member Wayne Muxlow

liThe April 2006 Mystery Plane would be the Santa Ana VM-l Built

in 1928 by the Santa Ana Aircraft Co Santa Ana California Later evolved into the Activian Origishynally powered with an 80-hp Anshyzani it was later powered by a 100-hp Kinner

Aerofilescom and Teds notes on the back of the photo confirm the VM-l (registered as X4564) was

built in Santa Ana and that the manufacturing rights were later sold to Grays Harbor Airways Grays Harbor Washington With a 38-foot wingspan a length of 25 feet and a 750-pound useful load its not surshyprising the VM-ls 80-hp Anzani was replaced on the Activian by the 100-hp Kinner

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You cane-mail your letter at this address vintageaircrafteaaorg

Be sure to put Aeromail in the subject line of your message

VINTAGE AIRPLANE 35

Top Waco continuedfrompage24

cased innocuously in an old wooden crate Ben Redman shared the discovshyery in his own words a touch of awe still in his voice Jeremy and I opened the box and took the top off- it still had that old-fashioned wood straw in it-and there were brand-spanking new never-been-used aluminum Hill Aircraft Streamliner wheelpants for the YPF They hadnt even been cut yet they were blanks We didnt even know what to say for a couple of minutes We thought is this real Hill was really the big fairing and streamline maker of the day and it was just really cool to see them That was the biggest score with that airplane We mounted the original identificashy

gine and propeller It was originally equipped with a 225-hp Jacobs L-4 enshygine with a fixed-pitch Curtiss Reed propeller but today it has a new 275shyhp Jacobs R75-B2 from Radial Engines Ltd in Guthrie Oklahoma with a constant-speed Hamilton Standard propeller to maximize its power And

tions to it but in the sunset silhoushyette its still a Waco

Keep Her Flying Now that Johnstons coupe top

Waco has made its public debut at Sun n Fun in Lakeland Florida 2006 where it was awarded Reserve Grand

Champion what will be the next leg of its journey through time

Ben and Jeremy Redshyman are happy to be optimistic about the answer to that quesshytion since they get very attached to these airplanes we restore and the fun thing is with Jerry we dont have to worry about what is going to hapshypen to the airplane We know its going to

Just imagine being 24 years old and having the privilege of orderingtion tag on the inside be loved and flown its of the left wheelpant this biplane brand new from the factory

at the lower edge of the transition cuff between the gear leg and wheel pant where the owner wanted it

Modifications One of the primary principles that

Rare Aircraft advocates in its restoshyrations is remaining as true to the aircrafts original configura tion as possible while incorporating some modern features that facilitate the safe and practical operation of an airshyplane like the 1935 Waco YPF in toshydays general aviation environment thereby protecting the owners inshyvestment in the project

For example NC15700 doesnt have its original Hayes tires and meshychanical brakes But boy do I feel better with those Cleveland wheels and brakes while landing in a crossshywind or taxiing around on a hot day and not having the brakes get grabby explained Ben Redman

There are other modifications for the Waco YPF including its enshy

3 6 JULY 2006

one glance inside the cockpit reveals an abundance of modern avionshyics including a Garmin GPScomm transponder encoder intercom and Shadin fuel flow monitor And lying neatly in place atop the new creamshycolored leather seats are Hooker fiveshypoint harnesses

The airframe is covered in Ceconite 102 The solid primer coat contained an ultraviolet blocker so a silver coat wasnt required-nor was sanding except for the cowling The PPG color coats were matched to the original Berry Brothers Bronze Plum and the bright Nassau Blue The color is the top finish coat-there is no clear coat said Jeremy Redman adding What you see is what you get out of the gun theres no buffing or rubbing to that finish

Ultimately and partially in reshysponse to those who are restoration purists Ben Redman declares that you could paint that airplane any color you want and make modi ficashy

got a great home And he loves sharing them

with people Wengers answer corroborates the

brothers feelings I want my airshyplanes to fly he said and expressed a bit of his own personal philosophy when he added I intend to take real good care of it and take it to shows As time goes on I have to figure out where I want my airplanes and thats not easy to do I want a big grass field where you can pick your own runshyway And Id like to have a flying mushyseum with historic gliders biplanes and other aircraft where they will continue to tly Even though you risk banging them up theyre still goshying Otherwise no one will rememshyber hearing the sound of an old radial engine or seeing and smelling its smoke and feeling it throbbing in your heart

Its just a hunch but you can bet that if Johnston were still around she would be very pleased indeed that her biplane has survived for 71 years and has been so elegantly revived ~

continued from page 29

to taxi in the direction you wish But if the wind is blowing the washyter rudders might not have enough force to turn the airplane from upshywind to downwind Then you use the plow taxi But now as you add power to bring the nose up shifting the center of buoyancy aft so that the wind can help in pushing the nose of the airplane from upwind to downwind you can no longer see where you are going Plus if you stay in this attitude too long the enshygine might quickly overheat Forshytunately its not a maneuver that is used too frequently nor for very long when you do have need to use it

The last type of taxi is the step taxi In this maneuver you add full power after raising the water rudshyders After the nose does its secshyond rise you ease the stick forward and the airplane comes up on the step of the float If the stick is too far forward the airplane will start to porpoise-if too far back it wont get up on the step Finding the sweet spot was not as difficult as I thought it might be and I was soon planing along on the step What a rush and a hoot

That is until I had to turn as one might have to in a confined-area takeoff Talk about pucker factor l thought Id have to get the seat surshygically removed from my posterior Turning during a step taxi requires a delicate balance To begin with its a skidding turn Thus the outside float is pushed down into the washyter by centrifugal force (while you try to counter it with opposite aishyleron) creating a lot of drag You can overcome the drag with power or by increasing the radius of the turn But too much power and the centrifugal force might cause you to capsize On the other hand not enough power and you come off the step As I said a delicate balance

Theres more to learn on the washyter as well-some of it chilling if

not thrilling especially when you end up in the Hudson Rivers cold water as it was when I took my training in the middle of May Oohn had warned me The student gets wet before the instructor) Beachshying ramping docking mooring and sailing were all new maneuvers that I had to learn (The only thing that helped me here was the time Ive spent on the water in a kayak Very little help I might add)

Of course theres the flying to learn as well All the different types of takeoffs and landings includshying normal crosswind rough washyter glassy water confined area and landings from a simulated power failure filled the syllabus I espeshycially liked being able to turn in the midst of my takeoff raising one float to reduce the drag and get in the air I also enjoyed flying trafshyfic patterns that were rarely higher than 500 feet above the water But through all this fun of takeoffs and landings one has to be ever vigshyilant in ensuring that the takeoff and landing area is free of water traffic and their ensuing wakes as well as any flotsam and jetsam inshycluding swimmers who might imshypede your progress

Adding the airplane single-engine sea rating to my certificate has cershytainly been one of the most enjoyshyable and refreshing things Ive done in an airplane in a long long time I would heartily recommend that if you seek a little more excitement in your flying to consider adding the ASES to your certificate Guaranteed it will add a whole new dimension to your aeronautical ex perience I guess I now have to add blue seas to blue skies and tail winds

Doug Stewart was the 2004 Nashytional CFI of the Year and is a Masshyter Instructor and designated pilot examiner He operates DSFI Inc (www

dsflightcom) based at the Columbia County Airport (lBi)

continued from page 1

see this project through to compleshytion Thanks guys But hey theres more fun to be had as the annual on the C-170 ran out the other day How did this happen Two annushyals at the same time What fun As soon as thats done we need to get back to work on Neumans Monoshycoupe Whoopee

Also I wanted to mention that we continue to hear a number of positive comments regarding the continual efforts to improve the quality of Vintage Airplane Again many thanks for these communicashytions as they really drive home the message that we are going down the right path in our efforts to proshyvide a valued asset to the membershyship In fact in this issue of Vintage Airplane we are rolling out a new feature I hope will put a smile on everyones face each and every month Be sure to check out our new Tai lwh eels cartoon featured on page (29) Please join me in welshycoming VAA member Dave Brown who is an accomplished aviationshyminded sketch artist Dave truly is one of us as he is a longtime memshyber of the Vintage Aircraft Associashytion and hes also a member of (my hometown chapter) the Greater Fort Wayne VAA Chapter 37 I hope you find his sketches as humorous and intellectual as I have Welcome aboard Dave I hope this is the beshyginning of a long relationship with our magazine Again I hope the membership will provide us with some feedback on what you think of Daves work

See you at Oshkosh Lets all pull in the same direction

for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 37

continued from page 29

to taxi in the direction you wish But if the wind is blowing the washyter rudders might not have enough force to turn the airplane from upshywind to downwind Then you use the plow taxi But now as you add power to bring the nose up shifting the center of buoyancy aft so that the wind can help in pushing the nose of the airplane from upwind to downwind you can no longer see where you are going Plus if you stay in this attitude too long the enshygine might quickly overheat Forshytunately its not a maneuver that is used too frequently nor for very long when you do have need to use it

The last type of taxi is the step taxi In this maneuver you add full power after raising the water rudshyders After the nose does its secshyond rise you ease the stick forward and the airplane comes up on the step of the float If the stick is too far forward the airplane will start to porpoise-if too far back it wont get up on the step Finding the sweet spot was not as difficult as I thought it might be and I was soon planing along on the step What a rush and a hoot

That is until I had to turn as one might have to in a confined-area takeoff Talk about pucker factor l thought Id have to get the seat surshygically removed from my posterior Turning during a step taxi requires a delicate balance To begin with its a skidding turn Thus the outside float is pushed down into the washyter by centrifugal force (while you try to counter it with opposite aishyleron) creating a lot of drag You can overcome the drag with power or by increasing the radius of the turn But too much power and the centrifugal force might cause you to capsize On the other hand not enough power and you come off the step As I said a delicate balance

Theres more to learn on the washyter as well-some of it chilling if

not thrilling especially when you end up in the Hudson Rivers cold water as it was when I took my training in the middle of May Oohn had warned me The student gets wet before the instructor) Beachshying ramping docking mooring and sailing were all new maneuvers that I had to learn (The only thing that helped me here was the time Ive spent on the water in a kayak Very little help I might add)

Of course theres the flying to learn as well All the different types of takeoffs and landings includshying normal crosswind rough washyter glassy water confined area and landings from a simulated power failure filled the syllabus I espeshycially liked being able to turn in the midst of my takeoff raising one float to reduce the drag and get in the air I also enjoyed flying trafshyfic patterns that were rarely higher than 500 feet above the water But through all this fun of takeoffs and landings one has to be ever vigshyilant in ensuring that the takeoff and landing area is free of water traffic and their ensuing wakes as well as any flotsam and jetsam inshycluding swimmers who might imshypede your progress

Adding the airplane single-engine sea rating to my certificate has cershytainly been one of the most enjoyshyable and refreshing things Ive done in an airplane in a long long time I would heartily recommend that if you seek a little more excitement in your flying to consider adding the ASES to your certificate Guaranteed it will add a whole new dimension to your aeronautical ex perience I guess I now have to add blue seas to blue skies and tail winds

Doug Stewart was the 2004 Nashytional CFI of the Year and is a Masshyter Instructor and designated pilot examiner He operates DSFI Inc (www

dsflightcom) based at the Columbia County Airport (lBi)

continued from page 1

see this project through to compleshytion Thanks guys But hey theres more fun to be had as the annual on the C-170 ran out the other day How did this happen Two annushyals at the same time What fun As soon as thats done we need to get back to work on Neumans Monoshycoupe Whoopee

Also I wanted to mention that we continue to hear a number of positive comments regarding the continual efforts to improve the quality of Vintage Airplane Again many thanks for these communicashytions as they really drive home the message that we are going down the right path in our efforts to proshyvide a valued asset to the membershyship In fact in this issue of Vintage Airplane we are rolling out a new feature I hope will put a smile on everyones face each and every month Be sure to check out our new Tai lwh eels cartoon featured on page (29) Please join me in welshycoming VAA member Dave Brown who is an accomplished aviationshyminded sketch artist Dave truly is one of us as he is a longtime memshyber of the Vintage Aircraft Associashytion and hes also a member of (my hometown chapter) the Greater Fort Wayne VAA Chapter 37 I hope you find his sketches as humorous and intellectual as I have Welcome aboard Dave I hope this is the beshyginning of a long relationship with our magazine Again I hope the membership will provide us with some feedback on what you think of Daves work

See you at Oshkosh Lets all pull in the same direction

for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 37

The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponsorship involveshyment control or direction of any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the inforshymation to vintageaircrafteaaorg Information should be received four months prior to the event date

JULY 7middot9-Lompoc CA-Lompoc Airport 22nd

Annual West Coast Piper Cub Fly-In Flourshy

bomb drop and spot landing contests

awards Friday night spaghetti Saturday night

Lompoc-Style Tri-Tip BBQ Pancake breakfast

on Saturday and Sunday BBQ hotdogs and

hamburgers for Lunch on Friday and Saturday

Secret entertainment Cub clothing hats

and memorabilia will be available Info Bruce

Fall 805-733-1914

JULY 7middot9-Alliance OH-Barber Airport (2Dl)

36th Annual Taylorcraft Fly-In EM 82

Breakfast Saturday amp Sunday 7am-11am

Info wwwtaylorcraftorg wwwbarberaircraft com Forrest Barber 330-823-1168 or 330shy

495-5447

JULY IS-Zanesville OH-Parr Airport EM

Chapter 425 Pancake Breakfast Fly-In

Drive-In Breakfast 8am-2pm with lunch

items available after 11am Info Chuck

Bruckelmeyer 740-454-7487

JULY 19-21-Keokuk IA-ILPA - IBDA Formatioin

School Many activities all Warbirds welcome

Info Jim Grenier 508-366-5876

JULY 22-Colusa CA-Colusa County Airport

(008) 10th Annual Old Time Fly-In Info www airnavcom airport 008

AUGUST 12-Auburn CA-Auburn Municipal

Airport (AUN) Thunder In The Sky Info www thunderintheskyorg

AUGUST 18-20-McMinnville OR-McMinnville

Airport McMinnville Antique Fly-In Info www nwaaccom

AUGUST 18-20-Alliance OH-Alliance-Barber

Airport (2Dl) 8th Annual Ohio Aeronca

Aviators Fly-In Info Brian Matz 216-337-5643

bwmatzllacyahoocom wwwoaafy-incom AUGUST 2O-Brookfield WI-Capitol Drive Airport

EM VAA Chapter 11 Ice Cream Social amp Lunch Vintage Aircraft Display Noon-5pm

BBQ Chicken Lunch Noon-2pm

AUGUST 25middot26-Long Island NY-Bayport

Aerodome (23N) 2nd Annual Antique

Aeroplane Club Fly-In All vintage antique

classic airplanes and pilots welcome

For Welcome to Bayport DVD and Info

Sbainerndiaofnycom wwwAACGNYorg AUGUST 26-Niles MI-Jerry Tyler Memorial

Airport (3TR) VAA Chapter 35 Fly-In Drive-In

Corn amp Sausage Roast 11am-3pm Rain

Date August 27th Info Len Jansen 269-684shy

6566

SEPTEMBER 2-Zanesville OH-Riverside Airport

EM Chapter 425 Pancake Breakfast Flyshy

In Drive-In Breakfast 8am-2pm with lunch

items available after 11am Info Chuck

Bruckelmeyer 740-454-7487

38 JULY 2006

SEPTEMBER 2-Prosser WA-EM Chapter 391 s

23rd Annual Labor Day Weekend Prosser Flyshy

In Info RL Shaub 509-735-7664

SEPTEMBER 2-Marion IN-Marion Municipal

Airport (MZZ) 16th Annual Fly-In Cruise-

In Features antique classic homebuilt

ultralight amp warbird aircraft as well as

vintage cars trucks motorcycles amp tractors

AII-You-Can-Eat Pancake Breakfast is served

Proceeds benefiting the local High School

Band Info Ray Johnson 765-664-2588

wwwFlylnCruiselncom SEPTEMBER 7middot10-Greenville ME-Greenville

Maine 33rd Annual International Fly-

In Contests poker runs cruise on

Moosehead Lake cookout buffet

demonstrations and more Info Darralyn

Gauvin PO Box 1289 Greenville ME

04441 or email darralynghslakersorg SEPTEMBER 9-Blue Bell PA-Wings Field

(LOM) 17th Annual Vintage Aircraft

amp Classic Car Show 10am-3pm Free

Admission $10 Automobile Parking Food

Music Entertainment amp Exhibits All net

proceeds will go to benefit Angel Flight

East Rain Date September 10th Info

Bonni 800-383-9464 xl06

SEPTEMBER 9-Newark OH-Newark-Heath

Airport (VTA) Annual EAA Chapter 402

Fly-In Breakfast Breakfast pancakes

eggs sausage juice coffee Vintage

and homebuilt aircraft Young Eagles

Flights Buckeye Chapter of RVAtors fly

over Fly-ins and drive-ins welcome Info

Tom McFadden 740-587-2312 or

trncalinkcom SEPTEMBER 9-Maxton NC-Laurinburg-Maxton

Airport (MEB) Region 10 Ercoupe Owners

Club North-South Carolina Members amp Guests 3rd Annual Spectacular September

Invitational Hosted by John Miller amp William

McNeill 10am-l045am Touch-Down 11amshy

Noon RC Demonstrations Noon-115pm

Lunch amp Awards 130pm-3pm Fly-Out to

Local Grass Strip 3pm-330pm Departure

Info Buck 336-342-5629 336-549-1936

bandrnanltriadrrcom SEPTEMBER 22middot23-Bartlesville OK-Frank

Phillips Airfield 50th Annual Tulsa Regional

Fly-In Info Charlie Harris 918-622-8400

wwwtulsaflyincom SEPTEMBER 24-Hinkley IL-OC2 EM Ch 241

Breakfast on the Grass 730am-Noon Info

847-888-2119

SEPTEMBER 3O-Hanover IN-Lee Bottom Flying

Field (641) 10th Annual Wood Fabric amp

Tailwheels Fly-In Come see what everyone

2006 MAJOR FLy-INS

For details on EAA Chapter fly-ins and other local aviation events visit wwweaaorgjevents

Northwest EAA Flymiddotln Arlington Municipal Airport (AWO)

Arlington WA

July 5-9 2006 wwwnweaaorg

EAA AirVenture Oshkosh Wittman Regional Airport (OSH)

Oshkosh WI

July 24-July 30 2006 wwwairventureorg

EAA Mid-Eastern Regional FIymiddotln Marion Municipal Airport (MNN)

MarionOH

August 25-27 2006

Virginia Regional EAA FIymiddotln Dinwiddie County Airport (PTB)

Petersburg VA

September 300ctober 1 2006 wwwvaeaaorg

EAA Southeast Regional FIymiddotln Middleton Reid Airport (GZH)

Evergreen AL

October 6-8 2006 wwwserfiorg

Copperstate Regional EAA Fly-In Casa Grande (AR) Municipal Airport (CGZ)

October 26middot29 2006 wwwcopperstateorg

For details on EM Chapter fly-ins and other local aviashy

tion events visit wwweaaorgevents

is talking about If you love the good old

says then youll love this event Info www LeeBottomcom

SEPTEMBER 30-Topping VA-Hummel Air Field

The 11th Annual Car amp Air Event Featuring

Antique Cars amp Planes Plus Rre Apparatus

Tractors amp Engines and Arts amp Crafts

of all types Info 804-758-4330 or 804shy

694-5995 infoWingsandwheelus www wingsandwheels us

OCTOBER llmiddotIS-Tullahoma TN-Beech Party

2006 StaggerwingTwin Beech 18Bonanza

BaronBeech owners amp enthusiasts are

welcome Sponsored by the Staggerwing

Museum Foundation Staggerwing Club Twin

Beech 18 Society Bonanza Baron Museum

amp Travel Air Division Info 931-455-1794

OCTOBER 29-Jean NV-Jean Airport 18th Annual

North Las Vegas International Ercoupe Fly In

and Halloween party (EOC Region 8) Info

httpwwwairnavcomairportjOLl

VINTAGE AIRCRAFT

ASSOCIATION OFFICERS

President Vice-Presiden t Geoff Rohison George Daubner

1521 E MacGregor Dr 2448 Lough Jane New Haven IN 46774 Hartford W I 53027

260-493-4724 262-673-5885 clJie7025aoicom vuaflyboy111sncom

Secretary Treasure r Steve Nesse Charles W Harris

2009 Highland Ave 7215 East 46th SI Albert Lea MN 56007 Tulsa OK 74147

507-373- 1674 918-622-8400 stlws(eskmediacom cwh1hvsucolll

DIRECTORS Steve Bender Jeannie Hill

85 Brush Hill Road PO Box 328 Sherborn MA 01770 Harvard I L 600n-0328

508-653-7557 815-943-7205 sst IO(iiCo mcasrlIet dil1gha()(gv wcnet

David Bennett Esrie Butch Joyce 375 Killdeer Ct 704 N Reg ional Rd

Lincoln CA 95648 Greensboro NC 27middot109 9 16-645-8370 336-668-3650

lrltiqlltrillreacil cOI1l WilldsockCPaul [UIII

John Berendt Steve Krog 7645 Echo Point Rd 1002 Heather Ln

Canno n Falls MN 55009 Hartford WI 53027 507-263-2414 262-966-7627

IlljbfchlircOlIectcum s~ krogltaolfom

Dave Clark Robert D Bob Lumley 635 Vestal Lane 1265 South 124th St

Plainfield IN 46 168 Brookfielcl WI 53005 317-839-4500 262-782-2633

davtcpdquestlltt IUlnper(JXlCpccom

John S Cope land Gene Morris 1 A Deacon Street 5936 Steve Court

Nortllborough MA 01532 Roanoke TX 76262 508-393-4775 817-49 1-9 110

copeland l jlUlOcom gellC111orris(mcwrterIet

Phil Coulson Dean Richardson 28415 Springbrook Dr 1429 Kings Lynn Rd

Lawton Ml4906S Stoughton WI 53589 269-624-6490 608-877-8485

rcouson516(g)cs(om dar(g)aprilairecum

Dale A Gustafson SH Wes Schmid 7724 Shady Hills Dr 2359 Lefeber Avenue

Indianapolis IN 46278 Wauwatosa Wj 532 13 317 -293-4430 414-771-1545

dalefaye(lilmsllcom Sllscllnid1nilllpcCOIIl

DIRECTORS EMERITUS

Gene Chase EE Buck Hilbert 2159 Carlton Rd PO Box 424

Oshkosh WJ 54904 Union IL 60 180 920-231-5002 815-923-459 1

GRCHAlcharterllet b711cmC llet

Ro nald C fritz 15401 Sparta Ave

Kent City MI 49330 616-678-50 12

rFritzpa ti1l11tlyetconl

MembershiR Services Directory ENJOY THE MANY BENEFITS OF EAA AND

THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086

Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircrafteaaorg

EAA and Division Membership Services Flight Advisors information 920-426-6864 800-843-3612 FAX 920-426-676 1 Flight Instructor information 920-426-6801 (800 AM- 700 PM Monday-Friday CST) Flying Start Program 920-426-6847

-Newrenew memberships EAA Divishy Library ServicesResearch 920-426-4848 sions (Vi ntage Aircraft Association lAC Medical Questions 920-426-6112 Warbirds) Nationa l Associa tion of Flight Techn ical Counselors 920-426-6864 Instructors (NAFI) Young Eagles 877 -806-8902

-Address changes Benefits -Merchandise sales AUA Vintage Insurance Plan 800-727-3823-Gift memberships EAA Aircraft Insu rance Plan 866-647-4322 Term Life and Accidental 800-241-6103

Programs and Activities Death Insurance (Harvey Watt amp Company) EAA AirVenture Fax-On-Demand Directory Editorial 920-426-4825 732-885-671 1 Vintage FAX 920-426-6865

Auto Fuel STCs 920-426-4843 - Submitting articlephoto Buildrestore information 920-426-4821 - Advertising information Chapters locatingorganizing920-426-4876 Education 888-322-3229 EAA Aviation Foundation

- EAA Air Academy Artifact Donations 920-426-4877 - EAA Scholarships Financial Support 800-236-1025

MEMBERSHIP INFORMATION EAA lAC

Membership in the Experimental Aircraft Current EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magazine fo r an additional $45 per year Junior Membership (under 19 years of age) EAA Membership SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (Add $16 for in the lAC Division is available for $55 Foreign Postage) per year (SPORT AVIATION magaZine

not included) (Add $18 for ForeignEAA SPORT PILOT Postage)

Current EAA members may add EAA SPORT PILOT magaZine for an additional WARBIRDS $20 per year Current EAA members may join the EAA

EAA Membership and EAA SPORT Warbirds of America Division and receive PILOT magazine is available for $40 per WARBIRDS magazine for an additional $45 year (SPORT AVIATION magaZine not inshy per year cluded) (Add $16 for Foreign Postage) EAA Membership WARBIRDS magashy

zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $50 per

Current EAA m embers may join the year (SPORT AVIATION magazine not inshyVintage Aircraft Association and receive cluded) (Add $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshyditional $36 per year FOREIGN MEMBERSHIPS

EAA Membership VINTAGE AIRPLANE Please submit your remittance with a magazine and one year membership in the EAA check or draft drawn on a United States Vintage Aircraft Association is available for $46 bank payable in United States dollars Add per year (SPORT AVIATION magazine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright copy2006 by the EAA Vintage Aircraft Association All rights reserved

VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avialion Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTshyMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 615 e-mail cpcrelumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

EDITORIAL POLICY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the cootributor No remuneration is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800

EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and Aeronauticatrade are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permiSSion of the Experimental Aircraft Association Inc is strictly prohibited

VINTAGE AIRPLANE 39

Something to buy sell or trade

Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white

only and no frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the

March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (c1assadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086

Airplane T-Shirts 150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE wwwairplanetshirtscom

1-800-645-7739

Flying wires available 1994 pricing Visit wwwflyingwirescom or call

800-517-9278

THERES JUST NOTHING LIKE IT ON THE WEB

wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)

Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert

AampP loA Annual 100 hr inspections Wayne Forshey 740-472-1481

Ohio - statewide

BABBITT BEARING SERVICE - rod bearings main bearings bush ings master rods valves piston rings Call us Toll Free 1-800shy233-6934 e-mail ramremfg aol com Website wwwramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202

KNOW ANYONE WHOS INTO PLANES

Distinctive Greeting Card Sets shyBoxed for Gifts

BIRTHDAYS - FATHERS DAY shyHOLIDAYS - NOTE CARDS

Artistically Rendered Antique Aircraft 12 cards per set (4 14 by 5 12) shy

blank inside - $15 wwwClassyWingscom

LET BRENCO HELP YOU GET YOUR IA CERTIFICATE-Brenco has a 25 year history of train ing AampPs to obtain their Inspection Authorization Courses are offered every year in Battle Creek MI Columbus OH Kenosha WI and Rockford IL Call 1-800-584-1392 for additional information

A+P Mechanic with Machining and Fabrication experience has t ime and shop space available for your project or restoration Waukesha Wisconsin Email Sportbuilder yahoo com w i th details and questions

CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711

WHAT OUR MEMBERS ARE RESTORING (SEE PAGE 26) For many years we ran a regular monthly feature called What Our Members Are Restoring Over the past couple of

years the number of submissions for that feature has dwindled to a trickle and wed like you to help us give it a boost In the distant past each new and renewing member of EAA and VAA received an activity card that gave the member the opportunity to tell headquarters what airplanes they were working on Since that card is no longer part of a new-member packet we have no way of knowing what youre up to so heres our request

Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6-inch print from a commercial source Ino home printers please-those prints just dont scan well) or a 4-by-6-inch 300-dpi digital photo A JPG from your 25-megapixel lor higher) digital camera is fine You can burn photos to a CD or if youre on a high-speed Internet connection you can e-mail them along with a text-only or Word document describing your airplane (If your e-mail program asks if youd like to make the photos smaller say no) For more tips on creating photos we can publish visit VAAs website at wwwvintageaircraftorg Check the News page for a hyperlink to Want To Send Us A Photograph

For more information you can also e-mail us at vintageaircrafteaaorgor call us at 920-426-4825

40 JULY 200 6