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GEOFF ROB ISON PRESIDENT VINTAGE AIRCRAFT ASSOC IATI ON

Spring means fly-ins Finally April has arrived I reshy

cently read that this past winter those of us here in the Midwest exshyperienced the second-longest susshytained period of low temperatures in all recorded history I believe every bit of that It was the first week in March before I was actually able to raise the hangar door and work comshyfortably inside the hangar Thats the best indication that spring is on its way I never really believed much in that shadowy groggy-eyed groundshyhog test anyway

Along with spring and its milder weather its time again to prepare the trusty old steed for flight Be sure to take a close look at the old aerial buggy and dont just kick it in the tires Give it a bath rub its belly and talk sweet to it so its in the right mood to get you through to the next annual An hour or so with your fashyvorite instructor is in order if its been awhile since youve been aloft Good luck and be safe

Once April starts it seems many of us get serious about planning which flying events we want to put on our personal aviation events calshyendar The efforts to plan for yet anshyother great EAA AirVenture Oshkosh in 2007 find us attempting to figure out how we will ever top the previous years event We are now only 100shyplus days from opening day Be asshysured we are well into formulating and developing a number of new and interesting ideas for this years event in the Vintage area One such item of interest is our plan in conjunction with EAA to host a special display of the Beech line of aircraft The idea is to prominently display one example

of each pre-1968 model that Beech has produced over all these years As you may know this is also the 60th anniversary of the classic Beech Boshynanza As many of you are aware the first Beech straight-tail actually flew in December of 1945 but it wasnt type certificated until March of 1947 followed shortly thereafter by the first Model 35 V-Tail Bonanza that same year The Beech Bonanza holds a reshymarkable record for being the longest continuously produced aircraft model in aviation history The Vintage Airshycraft Association Type Club Parking Committee is also planning a special Iimited camping area in the Type Club parking area for those qualified Bonanza attendees looking to park camp together in celebration of this landmark anniversary We hope to see you there with your tent and your pre-68 Bonanza

Later this month [ plan to attend Sun n Fun Fly-In at Lakeland Florshyida Although [ am not often able to attend this event when I do its very fun filled with an abundance of laid-back Southern hospitality Its a really welcome opportunity to visit with a lot of my Oshkosh aviashytion friends without all the hustle and bustle of my responsibilities at Oshkosh These folks put on a great event so be sure to check them out at wwwSun-N-FlInorg

Remember its never too early to begin planning your next visit to Oshkosh Stay tuned to the evershychanging events and attractions at EAAVAA Visit us regularly at www AirVentureorg and www Vintage Aircraftorg

AirVenture is the premier aviashy

tion event of the year So keep in mind that if youre tired of just beshying an observer and you want to be a part of the action in the Vintage area at AirVenture you can step right up to the VAA Volunteer Regshyistration Booth adjacent to the Vinshytage entry archway near the VAA Red Barn You can volunteer and be part of the EAA experience When you go home this year you wont just say l was at Oshkosh II youll say I was a part of Oshkosh

You can even pick your pleasures as a VAA volunteer Whether its parking aircraft flipping pancakes or helping out in the metal-shaping shop Ill bet youll find plenty of interesting activshyities in which to participate

Again we remind you that the various AirVenture Vintage Red Barn programs are underwritten by the VANs annual Friends of the Red Barn program Please give strong consideration to supporting this important VAA financial initiative Learn more about the Friends of the Red Barn and how you can help at wwwVi ntageA i rcraft orgprograms redbarnhtml

Hope to see you there EAA AirVenture Oshkosh 2007

The Worlds Greatest Aviation Celshyebration is July 23-29

VAA is about participation Be a member Be a volunteer Be there

Lets all pull in the same direction for the good of aviation

Remember we are better together Join us and have it all

GEOFF ROB ISON PRESIDENT VINTAGE AIRCRAFT ASSOC IATI ON

Spring means fly-ins Finally April has arrived I reshy

cently read that this past winter those of us here in the Midwest exshyperienced the second-longest susshytained period of low temperatures in all recorded history I believe every bit of that It was the first week in March before I was actually able to raise the hangar door and work comshyfortably inside the hangar Thats the best indication that spring is on its way I never really believed much in that shadowy groggy-eyed groundshyhog test anyway

Along with spring and its milder weather its time again to prepare the trusty old steed for flight Be sure to take a close look at the old aerial buggy and dont just kick it in the tires Give it a bath rub its belly and talk sweet to it so its in the right mood to get you through to the next annual An hour or so with your fashyvorite instructor is in order if its been awhile since youve been aloft Good luck and be safe

Once April starts it seems many of us get serious about planning which flying events we want to put on our personal aviation events calshyendar The efforts to plan for yet anshyother great EAA AirVenture Oshkosh in 2007 find us attempting to figure out how we will ever top the previous years event We are now only 100shyplus days from opening day Be asshysured we are well into formulating and developing a number of new and interesting ideas for this years event in the Vintage area One such item of interest is our plan in conjunction with EAA to host a special display of the Beech line of aircraft The idea is to prominently display one example

of each pre-1968 model that Beech has produced over all these years As you may know this is also the 60th anniversary of the classic Beech Boshynanza As many of you are aware the first Beech straight-tail actually flew in December of 1945 but it wasnt type certificated until March of 1947 followed shortly thereafter by the first Model 35 V-Tail Bonanza that same year The Beech Bonanza holds a reshymarkable record for being the longest continuously produced aircraft model in aviation history The Vintage Airshycraft Association Type Club Parking Committee is also planning a special Iimited camping area in the Type Club parking area for those qualified Bonanza attendees looking to park camp together in celebration of this landmark anniversary We hope to see you there with your tent and your pre-68 Bonanza

Later this month [ plan to attend Sun n Fun Fly-In at Lakeland Florshyida Although [ am not often able to attend this event when I do its very fun filled with an abundance of laid-back Southern hospitality Its a really welcome opportunity to visit with a lot of my Oshkosh aviashytion friends without all the hustle and bustle of my responsibilities at Oshkosh These folks put on a great event so be sure to check them out at wwwSun-N-FlInorg

Remember its never too early to begin planning your next visit to Oshkosh Stay tuned to the evershychanging events and attractions at EAAVAA Visit us regularly at www AirVentureorg and www Vintage Aircraftorg

AirVenture is the premier aviashy

tion event of the year So keep in mind that if youre tired of just beshying an observer and you want to be a part of the action in the Vintage area at AirVenture you can step right up to the VAA Volunteer Regshyistration Booth adjacent to the Vinshytage entry archway near the VAA Red Barn You can volunteer and be part of the EAA experience When you go home this year you wont just say l was at Oshkosh II youll say I was a part of Oshkosh

You can even pick your pleasures as a VAA volunteer Whether its parking aircraft flipping pancakes or helping out in the metal-shaping shop Ill bet youll find plenty of interesting activshyities in which to participate

Again we remind you that the various AirVenture Vintage Red Barn programs are underwritten by the VANs annual Friends of the Red Barn program Please give strong consideration to supporting this important VAA financial initiative Learn more about the Friends of the Red Barn and how you can help at wwwVi ntageA i rcraft orgprograms redbarnhtml

Hope to see you there EAA AirVenture Oshkosh 2007

The Worlds Greatest Aviation Celshyebration is July 23-29

VAA is about participation Be a member Be a volunteer Be there

Lets all pull in the same direction for the good of aviation

Remember we are better together Join us and have it all

N E APR I L VOL 35 No 4 2007

CONTENTS IFe Straight amp Level

Spring means fly-ins by Geoff Robison

2 News

6 Restoration Corner Certification Requirements Inspection and Run-up by Dan Neuman

8 Can lJust Make Mine Experimental Unfortunately its not that simple by Joe Norris

9 Bringing New Horizons Into Focus The Aeronca Kids by Sparky Barnes Sargent

1 4 Dashing and Darting Through the Sky The diminutive Culver Dart Model LCA by Sparky Barnes Sargent

20 The Curtiss Model J The beginning of the famous Curtiss J series by Wesley Smith

24 EAAs Pioneer Airport Skiplane Fly-In Finally snow Real snow by Ric Reynolds and HG Frautschy

26 The Vintage Instructor Does that seem weird to you by Doug Stewart

30 Pass It to Buck Ever wonder how the Cessna Company got into the liaison aircraft business by Buck Hilbert

32 Mystery Plane by HG Frautschy

38 Calendar

40 Classified Ads

COVERS FRONT COVER Tom Wathens work to revitalize the Flabob Airport in Los Angeles reaches far outshyside the boundaries of the airport grounds The Wathen Foundation created a program to restore a vintage airplane to teach youth in the surrounding neighborhoods that there were alternatives to the poor lifestyle choices made by some of their peers Read more about this remarkable project in the article starting on page 9 EAA photo by Bonnie Kratz EAA photo plane flown by Bruce Moore BACK COVER Id wager that anyone who saw a purple and cream Culver Dart go zipping by would remember the event and that certainly was the case for 9-year-old Mark Trimble in 1940 Sixty-five years later Mark can re-create that scene anytime he wants since he s now restored that same Culver to just the way it was when he saw it at the Kansas City Municipal Airport See the article starting on page 14 Photo courtesy Kelly Trimble

STAFF EAA Publisher Tom Poberezny Executive DirectorEditor HG Frautschy Executive Assistant Jillian Rooker Managing Editor Kathleen Witman News Editor Ric Reynolds Photography Jim Koepnick

Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw

Display Advertising Representatives Northeast Allen Murray Phone 856-220-7180 FAX 856-229-7258 e-mail nilelllllurray(dJrlliulsprillgcolII

Southeast Chester Baumgartner Phone 727-532-4640 FAX 727-532-4630 e-mail (ballllllllmilldsprillgcom

Central Todd Reese Phone 800-444-9932 FAX 816-741-6458 e-mail toddSpc-mngcom

Mountain amp Pacific John Gibson Phone 916-784-9593 e-mail jOllI1gibsOIrSpc-lIlagcom

Europe Willi Tacke Phone +498969340213 FAX +498969340214 e-mail williflyillg-pagescom

VINTAGE AIRPLANE

EAA Appeals for Release of Abandoned Aircraft Data

Should a former airplane manufacshyturer that for all intents and purposes no longer exists be allowed to deny the release of essentially abandoned aircraft data to a private restorer for an airplane built more that 70 years ago Attorneys from the EAA Legal Advishysory Council were in Federal Appeals Court in Washington DC in early February arguing that very pOint on behalf of Brent Taylor (EAA 576868) Taylor who is executive director of the Antique Airplane Association is seeking access to the original data for a Fairchild 45 which was designed and built in the late 1930s

Taylors attempt to obtain the plans through the Freedom of Information Act (FOIA) was denied in US District Court EAA Legal Advisory Council attorney Michael Pangia arguing on behalf of Taylor asked the appeals court to refer the case back to the disshytrict court for an evidentiary hearing which if granted could pave the way for release of aircraft data needed for the preservation of aviation heritage

The Fairchild Corporation formed in 1990 claims that it is the legitishymate owner of the type certificate although its name does not appear in any FAA records FAA regulations require that transfers of aircraft type certificates like transfers of aircraft must be recorded in FAA records Pangia said However he noted the Fairchild Corporation appears noshywhere in the FAA records The FAA sided with the new company taking the pOSition in court that compliance to the regulation by this company does not matter offering no legal reashyson for that position

Pangia argued that the original company the Fairchild Engine and Airplane Corporation released the Fairchild 45 data to the public in 1955 but the 1990-formed Fairchild Corposhyration contends that it withdrew that disclosure when the recent request for

APRIL 2007

F45 data was made The FAA agreed although no such withdrawal appears anywhere in the FAA records pertainshying to this type certificate

Pangia further argued that it was evident that this new company did not even know of the existence of an F45 aircraft until informed by the FAA of Mr Taylors request To have a trade secret you should know you have a trade secret Pangia said

Harry Riggs EAA Legal Advisory Council chairman filed an amicus curiae (friend of the court) brief on behalf of EAA asking the court to reshyfer the case back to the US District Court for an evidentiary hearing There never was such a hearing on whether or not Fairchild had abanshydoned the trade secret or confidentishyality which they claim exempts them from having to give up the plans unshyder the FOIA Riggs said

The FAA has historically refused to reshylease abandoned aircraft data when the holder of the type certificate is known and does not give permission to do so a contention where EAA disagrees

Taylor commented I think its a far-reaching case that we would like to see resolved so people can still get the drawings they need to simply preshyserve aviation heritage

A decision is expected to occur in late spring to mid-summer

Meanwhile as EAA recently reshyported the FAA has proposed legislashytion that would allow the release of abandoned type certificate (TC) or supshyplemental type certificate data (includshying blueprints) to individuals upon request so they can maintain the airshyworthiness of their Vintage aircraft

This would remedy the current catch-22 surrounding orphaned TCs where owners are legally reshyquired to maintain and modify their aircraft using approved data even though the data is unavailable beshycause the owner of the type certifishycate cannot be found or is no longer in existence

We All Need to Work Together to Defeat User Fee Proposal

If were to be successful in the fight against the governments user fee proposal general aviation (GA) has to continue to stand together and work through the US Congress to defeat it And although it was reassuring to hear broad skepticism and bipartisan opposition to the Bush Administrashytions plan during the initial House Aviation Subcommittee hearing its clearly going to be a tough battle

Were extremely pleased that sevshyeral members of the aviation subcomshymittee share our opposition to the administrations proposed new fundshying scheme said EAAs Earl Lawrence vice president of industry and regulashytory affairs They realize as do EAA and the other GA organizations that this proposal would be incredibly harmful to our nations aviation inshyfrastructure Well continue to stand united to keep aviation affordable less complex and more accessible for all

Bipartisan comments heard from the subcommittee members

Chairman Jerry F Costello (DshyIllinois) cited figures showing the new proposal would hypothetically yield approximately $600 million less in FY2008 than maintaining the current tax structure and more than $900 million less from FY2009 to FY2012

I question the wisdom of moving to a new financing system that will not generate as much revenue as the curshyrent tax structure when we clearly need to make critical investments now to ensure that our nations air traffic conshytrol infrastructure is robust for the fushyture Costello said

Rep Robin Hayes (R-North Caroshylina) called the 300 percent tax hike on GA fuels (from 21 to 70 cents per gallon) deadly and felt there was no way user fees are fair equitable and are going to work

Rep Leonard Boswell (D-Iowa) used the terms unfair and unshy

continued on page 4

2

200 AIHVENTUHE OSHKOSH

~ AIRVENTURE NEWS

Visit the AirVenture Website for Continuing Updates

Find out everything you need to know about The Worlds Greatest Avishyation Celebration at wwwAirVenture org Look for continual updates on this years special events and attracshytions forums and workshops accomshymodations traveling to Oshkosh and more And don t forget to check out the biweekly EAA AvCast audio preshysentations featuring aviation people events and issues and EAA AirVenshyture Updates at wwwEAAorgpodcast

Join EAA at the

Worlds Greatest Aviation Celebration

July 23middot29

Special arrival rules apply a day earlier this year than past years

EAA AirVenture Flight Rules Start a Day Earlier This Year During EAA AirVenture Wittman Regional Airport in Oshkosh becomes the busishy

est airport in the world requiring the FAA to use special staffing and procedures to

handle the high volume of air traffic This year those special arrival and departure

procedures (outlined in the annual AirVenture NOTAM) will start on Friday July 20

a day earlier than in the past

Pilots arriving before July 20 should use normal airport arrival procedures All pishy

lots operating to or from the Oshkosh area from July 20-29 must have a copy of the

2007 AirVenture Notice to Airmen (NOTAM) We expect to have NOTAMs available

for order and download in May but you can pre-order the printed copy now at www

AirVenture orgj200 7jflyingjindexhtml

Vote for the Greatest Aviation Movie of All Time More than 750 EAA members submitted more than 140 movie titles durshy

ing our recent online effort to select the top 10 aviation movies of all time

Now you can vote to determine which one well show on the big screen at

the EAA Fly-In Theater sponsored by Eclipse and Ford Motor Co during

the week of EAA AirVenture Oshkosh 2007

The top 10 movies are Twelve 0 Clock High (1949) The High and the

Mighty (1954) The Spirit ofSt Louis (1957) The Flight of the Phoenix (1965)

Those Magnificent Men in Their Flying Machines (1965) The Blue Max (1966)

Battle ofBritain (1969) The Great Waldo Pepper (1975) Top Gun (1986) and

Memphis Belle (1990)

Visit wwwAirVentureorgmovie between now and May 2 2007 and cast

your vote

VINTAGE AIRPLANE 3

200 AIHVENTUHE OSHKOSH

~ AIRVENTURE NEWS

Visit the AirVenture Website for Continuing Updates

Find out everything you need to know about The Worlds Greatest Avishyation Celebration at wwwAirVenture org Look for continual updates on this years special events and attracshytions forums and workshops accomshymodations traveling to Oshkosh and more And don t forget to check out the biweekly EAA AvCast audio preshysentations featuring aviation people events and issues and EAA AirVenshyture Updates at wwwEAAorgpodcast

Join EAA at the

Worlds Greatest Aviation Celebration

July 23middot29

Special arrival rules apply a day earlier this year than past years

EAA AirVenture Flight Rules Start a Day Earlier This Year During EAA AirVenture Wittman Regional Airport in Oshkosh becomes the busishy

est airport in the world requiring the FAA to use special staffing and procedures to

handle the high volume of air traffic This year those special arrival and departure

procedures (outlined in the annual AirVenture NOTAM) will start on Friday July 20

a day earlier than in the past

Pilots arriving before July 20 should use normal airport arrival procedures All pishy

lots operating to or from the Oshkosh area from July 20-29 must have a copy of the

2007 AirVenture Notice to Airmen (NOTAM) We expect to have NOTAMs available

for order and download in May but you can pre-order the printed copy now at www

AirVenture orgj200 7jflyingjindexhtml

Vote for the Greatest Aviation Movie of All Time More than 750 EAA members submitted more than 140 movie titles durshy

ing our recent online effort to select the top 10 aviation movies of all time

Now you can vote to determine which one well show on the big screen at

the EAA Fly-In Theater sponsored by Eclipse and Ford Motor Co during

the week of EAA AirVenture Oshkosh 2007

The top 10 movies are Twelve 0 Clock High (1949) The High and the

Mighty (1954) The Spirit ofSt Louis (1957) The Flight of the Phoenix (1965)

Those Magnificent Men in Their Flying Machines (1965) The Blue Max (1966)

Battle ofBritain (1969) The Great Waldo Pepper (1975) Top Gun (1986) and

Memphis Belle (1990)

Visit wwwAirVentureorgmovie between now and May 2 2007 and cast

your vote

VINTAGE AIRPLANE 3

wise calling for members to Usit toshygether and work this out

His Michigan colleague from across the aisle Republican Vern Ehlers (EAA 685118) went a step further proshynouncing the proposal uDead on arshyrival also advocating a need to sit down together and work out longshyrange solutions

Rep Peter DeFazio (D-Oregon) noted the proposed 300 percent fuel tax hike (564 cents for air traffic conshytrol 136 cents for the trust fund) would udepress GA activity and at best result in lower revenue

And Rep Sam Graves (R-Missouri) EAA 619761 and an annual AirVenshyture attendee is terribly disturbed by this proposal I dont even know where to start he said II understand that you come in on opposite sides and work toward the middle but even the middle is unacceptable I dont see anything but bad news with this

What can EAA members do EAA has created wwwEAAorggovt

indexhtml a special section that exshyplains the issue from GAs perspecshytive and tells how you can help The bottom line Write your congressman and senators and let them know your staunch opposition to user fees

Poberezny Petri Discuss Funding Proposal

EAA President Tom Poberezny had an opportunity to discuss the adminshyistration s funding proposal with Conshygressman Tom Petri ranking member of the House Aviation Subcommittee during the congressmans recent visit to Oshkosh Petri (R-Wisconsin) repshyresents the states 6th congressional district home to EAA headquarters

UCongressman Petri is well aware of EAA and general aviations united opposition to the administrations proposal and the potential conseshyquences it would have on aviation Poberezny said Our pOSition is that the present system works The Airshyport and Airway Trust Fund is collectshying record revenues and is projected to continue to do so The new system as proposed would initially result in less revenue collected compromise the much-needed growth in the gen-

APRIL 2007

eral aviation community and result in less congressional oversight and more influence on the national airshyspace system by the airline industry

Petri reiterated his support for genshyeral aviation and said that the future funding needs for the national airshyspace system need to be determined before deciding on a new funding mechanism His objective in the reshyauthorization bill is to ensure that the United States remains the world leader in aviation

EAA Efforts Contribute to Improve Medical Certification Processes

EAAs ongOing efforts on airman medical certification issues have helped create significant improvement in the FAA special issuance medical certification process It was not long ago that a huge backlog of special isshysuance medical certificate applications meant waits of six months or more

EAAers should be heartened to know theyve played a role in reducshying the average processing time for a special issuance medical certificate to 24 days

Your voices were heard during Marion Blakeys Meet the Adminisshytrator QampA session at EAA AirVenture Oshkosh 2005 The administrator heard from several members about long waits for special issuance medishycal certificates leading her to comshyment Its time to do an assessment We will be taking a look at both the procedures and the resources

In December 2005 the EAA Aeroshymedical Advisory Council submitted a list of recommendations to the FAA Within three months the council was in Washington DC discussing those recshyommendations with senior FAA staff

While in Washington DC reshycently EAA President Tom Poberezny and senior members of EAAs Industry and Regulatory Affairs staff met with Federal Air Surgeon Dr Fred Tilton to discuss ongOing certification issues as well as to follow up on those EAA Aeroshymedical Advisory Council recommenshydations Tilton reviewed each of EAAs recommendations and reported what the FAA has been doing in response

lOur visit to Washington provided an excellent opportunity to review the progress the FAA has made on medical certification issues Pobershyezny said liThe agency has worked hard to address these matters and we applaud them for their efforts

Along with the good news on speshycial issuance medical certificates Tilshyton reported

- The FAA is moving toward proshyviding certain clinics and aviation medical examiners (AMEs) the aushythority to review special issuance cershytificates and make recommendations to the FAAs Aerospace Medical Certishyfication Office in Oklahoma City The FAA would then expedite its review based on those recommendations While this falls short of EAAs Super AME proposal that would allow apshyproval authority to individual AMEs it represents progress toward preventshying future backlogs

- Implementing electronic medishycal records has led to permanent inshytegration of regional flight surgeons into the medical review process The regional flight surgeons are now part of the Oklahoma City workflow proshycess and can be summoned to allevishyate backlogs Regional flight surgeons also now process medicals from pilots in their regions

- EAA also confirmed that extendshying the duration of third- and firstshyclass medical certificates announced by Blakey at EAA AirVenture Oshkosh 2006 is moving forward A notice of proposed rulemaking which would extend the duration of a third-class medical certificate to five years for pishylots under age 40 and one full year for first-class medicals for pilots under age 40 awaits her final approval

- Medical self-certification via a valid drivers license for recreational pilots a proposal that EAA first made nearly 20 years ago and has supported since is unlikely to move forward soon EAA expects that current and future data gathered from sport pilots and other pilots operating under the privileges of a sport pilot who use a drivers license in lieu of a medical will support such a system for recreshyational pilot certificates as well

4

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Tri Motor Certificate

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Special FORB Badge

Access to Volunteeer Center

Donor Appreciation Certificate

Name listed Vintage Airplane Magazine Website and Sign at Red Bam

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VINTAG E AIRPLA N E 5

Editors Notes This tenth installment of the Restoration Corner is by Dan Neuman AampP 16234 IA Dan covers the all-important

Federal Aviation Agency (FAA) paperwork plus proper and legal aircraft markings inspection of the newly comshypleted restoration and the first run-up of the engine At EAA Oshkosh 80 his newly restored Buhl LA-l Bull Pup was named Grand Champion Antique

Dan a retired Northwest Airlines captain owns several other antique aircraft and also served on the then AnshytiqueClassic board of directors Gene R Chase

Written 20 years ago much has changed with regard to the willingness of the FAA to issue experimental-exhibition airworthiness certificates for vintage aircraft and the past 20 years have also seen the retirement of many of the most knowledgeable FAA inspectors particularly those with expertise in older civilian designs Weve reviewed this article and revised it extensively to reflect those changes as well as the current regulations for markings on the airshycraft - HG Frautschy March 2007

Certification Requirements Inspection and Run-up

Certification Requirements Standard-Normal Category

The ownerrestorer of an antique or classic aircraft who desires to obshytain a standard airworthiness certifishycate (assuming that it doesnt already have a permanent airworthiness cershytificate) for his aircraft in the norshymal category (US registered) will be governed by Federal Air Regulations (FAR) Part 21 Subpart H Once isshysued the certificate will be effective as long as the maintenance prevenshytive maintenance and the alterations are performed in accordance with Part 43 and Part 91 and the aircraft is registered in the US Your airframe and powerplant (AampP) mechanic will prove to be indispensable in helping to complete the application for an airworthiness certificate and ensure that all required data is submitted to your local FAA flight standards disshytrict office (FSDO)

Following a complete restoration an FSDO FAA inspector will inspect your aircraft before certification to determine that it conforms to the type design and is in condition for safe operation FAR 21183 (d) (2) (iii)

BY DAN NEUMAN

EAA 871 Ale 325

requires that an AampP mechanic will have previously performed a 100shyhour inspection on your aircraft and found it airworthy

Many FAA maintenance inspectors possess extensive knowledge and exshyperience with a wide variety of aircraft Therefore you can often expect their help and advice when they inspect your aircraft and process your application for an airworthiness certificate It is sugshygested that you review the list of all reshyquired items with your AampP mechanic before applying to your FAA FSDO

Certification Requirements Experimental Category

FAR Part 21 outlines the requireshyments for obtaining an experimenshytal certificate on an aircraft Listed are nine different experimental purposes This author licensed an antique airshycraft under FAR 21191 (d) which is the ExperimentalExhibition category The applicant for an experimental cershytificate must submit a letter to his local FAA FSDO with a request and include pertinent information pertaining to his aircraft and intended operation as outlined in FAR 21193 The local FAA

FSDO will issue the certificate after inshyspecting and approving the aircraft and will establish operating limitashytions as deemed appropriate

It should be mentioned that curshyrently (2007) the FAA does not roushytinely issue experimentalexhibition airworthiness certificates and when it does so the aircraft often has sigshynificant operating limitations Opshyerating limitations are part of any experimental certificates and those limitations must be taken into acshycount when making a determination as to whether it makes sense to purshysue such an airworthiness certificate

Identification and Registration Markings

FAR Part 4S prescribes the requireshyments for identification of certifishycated aircraft and components This part also prescribes the nationality and registration marking of US regshyistered aircraft

Your antique or classic aircraft markings will need to conform to these requirements

In general all aircraft and aircraft engines propellers and propeller

REPRINTED FROM Vintage Airplane DECEMBER 1986

APRIL 2007 6

Dan Neuman in his 1931 Buhl LA-I Bull Pup N348Y This aircraft was named Grand Champion Antique at EAA Oshkosh 80

blades and hubs critical components and approved modification parts must be identified in accordance with the methods prescribed in this section Nationality and registration marks are described in FAR Part 45 Subpart c The location and size of registration marks may vary according to the inshytended use and age of the aircraft

FAR 4521 through 4533 describe in detail the various requirements Special rules apply to exhibition anshytique and other aircraft An intershyesting provision (4522) allows the operation of these aircraft without displaying these marks anywhere on the aircraft under certain condishytions Another provision allows airshycraft built at least 30 years ago to be operated with the 2-inch-high regshyistration marks as described in this section However the special rules do not allow the operation of this airshycraft in an air defense identification zone in a foreign country (unless that country consents with the operashytion) or in certain other operations such as charter scheduled airline sershyvice etc

Inspection Previous articles in Restoration

Corner have emphasized the need for obtaining the assistance of an AampP mechanic if youre not so licensed yourself Your AampP mechanic can sushypervise your work and he is authoshyrized to perform certain inspections such as lOO-hour inspections Annual

inspections on standard - normal catshyegory aircraft are authorized by AampP mechanics who hold an inspection authorization Your local EAA chapshyter can usually refer you to a suitable AampP mechanic if you dont already have one available

The location and size of registration

marks may vary according to the intended use and

age of the aircraft

FAR Part 43 which includes mainshytenance preventive maintenance rebuilding and alterations can be used as a guide for setting up your inspection programs Appendix D of Part 43 contains an itemi zed list of all required inspections It is esshysential that rebuilding and alteration records can be completed recorded and made use of in accordance with FAR 4311 FAA Form 337 Repair and Alterations will have to be comshypleted as appropriate

Appendix A of Part 43 lists major alterations major repairs and preshyventive maintenance Inspecting your aircraft for conformity with airshyworthiness standards and compliance with applicable FAA regulations will be expedited if all work is done using approved data such as manufacturer~ maintenance and overhaul manuals pertinent FAA data etc

Run-Up Following a major or top engine

overhaul a complete inspection of the engine and installation in the aircraft shou ld be performed The engine manufacturers recommenshydations should be followed with regard to proper engine oil and coolshyant for liquid-cooled engines When necessary reliable engine overhaul agencies can also be consulted Nonshydetergent engine oil is usually recomshymended for break-in and a specified number of hours

Before starting the engine take all necessary precautions to ensure safety Ensure that no one will be near the propeller or exhaust Engine noise may also be a consideration A suitable fire extinguisher should be handy Wheel chocks should be in place and breaks set as appropriate The tail should be secured if there is any possibility of a nose-over Only properly qualified people should be allowed to handshyprop the engine if its not equipped with a starter Likewise only a qualishyfied person should be allowed to opershyate the throttle and engine controls

Some of the older engine overhaul manuals contained procedures for breaking in after overhaul These proshycedures involved extended ground run time Many present-day experts agree that minimum time should be spent with ground run-up before takeoff and that for proper cooling the initial run-in should be in flight

Much depends on the initial start and run-up of the engine so pay close attention to all recommende~ tolerances with regard to temperashytures pressures rpm etc as listed in FAA Engine SpeCifications Type Cershytificate Data Sheets approved operatshying manuals etc as applicable

V I NTAGE AI RPLANE 7

Can I Just Make Mine Experimental Unfortunately its not that simple

BY JOE NORRIS EAA AVIATION SERVICES

On a regular basis here at EAA headshy aircraft would have to have been certifishy hibitions you wish to attend and you quarters members ask us if there is cated within one of the other experimenshy must contact the FAA in advance to fly any advantage to converting their airshy tal purposes The least restrictive of the to an exhibition that is not listed in your plane to the Experimental category available purposes would be exhibition program letter Any flight that is not to Many aircraft owners have the idea that but this purpose still places significant from or at one of these exhibitions is they will save money if they switch their restrictions on the use of the aircraft a proficiency flight and must be conshyfactory-built aircraft from Standard catshy FAA Order 81302F outlines the proshy ducted only from your home field and egory to Experimental This notion no cedures for certificating aircraft and you can land only at your home fieldshydoubt stems from the fact that they see related products and it contains the no $100 hamburger trips for pleasure owners of homebuilt aircraft doing their definition and limitations of various cershy Only FAA-ltertificated mechanics with own maintenance repairs and inspecshy tification categories Chapter 4 section appropriate ratings as authorized by FAR tions or using more modern auto-engine 10 covers operation of aircraft under 433 may perform inspections required conversions This brings forth the idea the experimental purpose of exhibition by these operating limitations that if they converted their Standard and air racing The description of this Unlike the Amateur-Built category category aircraft to Experimental they certification purpose reads where the builder can apply for a repairshycould save money by reducing mainshy A certificate for experimental exhishy man certificate that authorizes himher tenance expenses andor taking adshy bition shall only be issued when an airshy to do condition inspections (basically vantage of modern engine technology craft is to be used for valid exhibition equivalent to an annual) you will not be Actually its not that simple purposes Included in those purposes authorized to do so on your exhibition

The fact is there isnt just one Expershy are organized air shows organized air aircraft You would need to find a certifishyimental category Rather there are sevshy races organized fly-in activities orshy cated mechanic to do the inspections eral purposes for which the FAA might ganized exhibitions youth education Further because your aircraft previously issue an experimental airworthiness events shopping maIlschoolsimishy held a different category airworthiness certificate One of those purposes is for lar static displays organized aerobatic certificate al of the maintenance reshyoperating an amateur-built aircraft competition sail plane fly-ins or comshy quirements of FAR Part 43 still apply This is the certificate under which petitive races or meets and movie or That means you must have an AampP meshyhomebuilt aircraft are operated There television productions chanic do the required maintenance or are several other purposes for which an Youll notice that recreational and supervise you while you do the mainteshyexperimental airworthiness certificate cross-ltountry flying are not mentioned nance on your aircraft just like when it can be issued These include research ExperimentalExhibition category is was in Standard category and development crew training exhibishy further broken down into four groups As you can see the Experimental tion air racing market survey and othshy identified by Roman numerals I through Exhibition category places significant ers Each purpose has its own unique IV Aircraft that were formerly certifi shy restrictions on the operation of the airshycharacteristics and limitations cated in Standard category fall into craft which in turn limits the utility of

In truth there is little benefit to Group IV Group IV aircraft will be isshy the aircraft while offering little if any changing from Standard to Experimental sued operating limitations that include opportunity for cost savings These limshycategory Heres why Since the aircraft the following itations also significantly reduce the is factory-built and certificated in Stanshy The proficiency area is limited to market value of the aircraft should the dard category it would not be eligible nonstop flight that begins and ends at owner ever want to sell it And once an for experimentalamateur-built status the airport where the aircraft is based aircraft is removed from Standard cateshyThe FAA defines amateur-built aircraft with sufficient fuel reserve to meet the gory it is difficult and expensive to move as aircraft in which the major portion applicable operating rules of Part 91 it back For these reasons we do not has been fabricated and assembled An alternate airport selection is not recommend that you change the certifishyby a person(s) who undertook the conshy available for aircraft in this group (Italshy cation category of a Standard category struction process solely for their own ics ours) aircraft unless you truly meet the reshyeducation or recreation A factory-built This means you cannot fly the airshy quirements of ExperimentalExhibition aircraft does not meet this definition craft to any other airports unless it is category and the purpose

Also amateur-built aircraft cannot to an exhibition registered in advance Reference FAA Order 81302F availshyhave been previously certificated in anshy with the FAA You need to submit a proshy able for download from the FAA at www other category This means that the gram letter to the FAA that lists the ex- faagov

APRIL 2007 8

Dan Neuman in his 1931 Buhl LA-I Bull Pup N348Y This aircraft was named Grand Champion Antique at EAA Oshkosh 80

blades and hubs critical components and approved modification parts must be identified in accordance with the methods prescribed in this section Nationality and registration marks are described in FAR Part 45 Subpart c The location and size of registration marks may vary according to the inshytended use and age of the aircraft

FAR 4521 through 4533 describe in detail the various requirements Special rules apply to exhibition anshytique and other aircraft An intershyesting provision (4522) allows the operation of these aircraft without displaying these marks anywhere on the aircraft under certain condishytions Another provision allows airshycraft built at least 30 years ago to be operated with the 2-inch-high regshyistration marks as described in this section However the special rules do not allow the operation of this airshycraft in an air defense identification zone in a foreign country (unless that country consents with the operashytion) or in certain other operations such as charter scheduled airline sershyvice etc

Inspection Previous articles in Restoration

Corner have emphasized the need for obtaining the assistance of an AampP mechanic if youre not so licensed yourself Your AampP mechanic can sushypervise your work and he is authoshyrized to perform certain inspections such as lOO-hour inspections Annual

inspections on standard - normal catshyegory aircraft are authorized by AampP mechanics who hold an inspection authorization Your local EAA chapshyter can usually refer you to a suitable AampP mechanic if you dont already have one available

The location and size of registration

marks may vary according to the intended use and

age of the aircraft

FAR Part 43 which includes mainshytenance preventive maintenance rebuilding and alterations can be used as a guide for setting up your inspection programs Appendix D of Part 43 contains an itemi zed list of all required inspections It is esshysential that rebuilding and alteration records can be completed recorded and made use of in accordance with FAR 4311 FAA Form 337 Repair and Alterations will have to be comshypleted as appropriate

Appendix A of Part 43 lists major alterations major repairs and preshyventive maintenance Inspecting your aircraft for conformity with airshyworthiness standards and compliance with applicable FAA regulations will be expedited if all work is done using approved data such as manufacturer~ maintenance and overhaul manuals pertinent FAA data etc

Run-Up Following a major or top engine

overhaul a complete inspection of the engine and installation in the aircraft shou ld be performed The engine manufacturers recommenshydations should be followed with regard to proper engine oil and coolshyant for liquid-cooled engines When necessary reliable engine overhaul agencies can also be consulted Nonshydetergent engine oil is usually recomshymended for break-in and a specified number of hours

Before starting the engine take all necessary precautions to ensure safety Ensure that no one will be near the propeller or exhaust Engine noise may also be a consideration A suitable fire extinguisher should be handy Wheel chocks should be in place and breaks set as appropriate The tail should be secured if there is any possibility of a nose-over Only properly qualified people should be allowed to handshyprop the engine if its not equipped with a starter Likewise only a qualishyfied person should be allowed to opershyate the throttle and engine controls

Some of the older engine overhaul manuals contained procedures for breaking in after overhaul These proshycedures involved extended ground run time Many present-day experts agree that minimum time should be spent with ground run-up before takeoff and that for proper cooling the initial run-in should be in flight

Much depends on the initial start and run-up of the engine so pay close attention to all recommende~ tolerances with regard to temperashytures pressures rpm etc as listed in FAA Engine SpeCifications Type Cershytificate Data Sheets approved operatshying manuals etc as applicable

V I NTAGE AI RPLANE 7

Can I Just Make Mine Experimental Unfortunately its not that simple

BY JOE NORRIS EAA AVIATION SERVICES

On a regular basis here at EAA headshy aircraft would have to have been certifishy hibitions you wish to attend and you quarters members ask us if there is cated within one of the other experimenshy must contact the FAA in advance to fly any advantage to converting their airshy tal purposes The least restrictive of the to an exhibition that is not listed in your plane to the Experimental category available purposes would be exhibition program letter Any flight that is not to Many aircraft owners have the idea that but this purpose still places significant from or at one of these exhibitions is they will save money if they switch their restrictions on the use of the aircraft a proficiency flight and must be conshyfactory-built aircraft from Standard catshy FAA Order 81302F outlines the proshy ducted only from your home field and egory to Experimental This notion no cedures for certificating aircraft and you can land only at your home fieldshydoubt stems from the fact that they see related products and it contains the no $100 hamburger trips for pleasure owners of homebuilt aircraft doing their definition and limitations of various cershy Only FAA-ltertificated mechanics with own maintenance repairs and inspecshy tification categories Chapter 4 section appropriate ratings as authorized by FAR tions or using more modern auto-engine 10 covers operation of aircraft under 433 may perform inspections required conversions This brings forth the idea the experimental purpose of exhibition by these operating limitations that if they converted their Standard and air racing The description of this Unlike the Amateur-Built category category aircraft to Experimental they certification purpose reads where the builder can apply for a repairshycould save money by reducing mainshy A certificate for experimental exhishy man certificate that authorizes himher tenance expenses andor taking adshy bition shall only be issued when an airshy to do condition inspections (basically vantage of modern engine technology craft is to be used for valid exhibition equivalent to an annual) you will not be Actually its not that simple purposes Included in those purposes authorized to do so on your exhibition

The fact is there isnt just one Expershy are organized air shows organized air aircraft You would need to find a certifishyimental category Rather there are sevshy races organized fly-in activities orshy cated mechanic to do the inspections eral purposes for which the FAA might ganized exhibitions youth education Further because your aircraft previously issue an experimental airworthiness events shopping maIlschoolsimishy held a different category airworthiness certificate One of those purposes is for lar static displays organized aerobatic certificate al of the maintenance reshyoperating an amateur-built aircraft competition sail plane fly-ins or comshy quirements of FAR Part 43 still apply This is the certificate under which petitive races or meets and movie or That means you must have an AampP meshyhomebuilt aircraft are operated There television productions chanic do the required maintenance or are several other purposes for which an Youll notice that recreational and supervise you while you do the mainteshyexperimental airworthiness certificate cross-ltountry flying are not mentioned nance on your aircraft just like when it can be issued These include research ExperimentalExhibition category is was in Standard category and development crew training exhibishy further broken down into four groups As you can see the Experimental tion air racing market survey and othshy identified by Roman numerals I through Exhibition category places significant ers Each purpose has its own unique IV Aircraft that were formerly certifi shy restrictions on the operation of the airshycharacteristics and limitations cated in Standard category fall into craft which in turn limits the utility of

In truth there is little benefit to Group IV Group IV aircraft will be isshy the aircraft while offering little if any changing from Standard to Experimental sued operating limitations that include opportunity for cost savings These limshycategory Heres why Since the aircraft the following itations also significantly reduce the is factory-built and certificated in Stanshy The proficiency area is limited to market value of the aircraft should the dard category it would not be eligible nonstop flight that begins and ends at owner ever want to sell it And once an for experimentalamateur-built status the airport where the aircraft is based aircraft is removed from Standard cateshyThe FAA defines amateur-built aircraft with sufficient fuel reserve to meet the gory it is difficult and expensive to move as aircraft in which the major portion applicable operating rules of Part 91 it back For these reasons we do not has been fabricated and assembled An alternate airport selection is not recommend that you change the certifishyby a person(s) who undertook the conshy available for aircraft in this group (Italshy cation category of a Standard category struction process solely for their own ics ours) aircraft unless you truly meet the reshyeducation or recreation A factory-built This means you cannot fly the airshy quirements of ExperimentalExhibition aircraft does not meet this definition craft to any other airports unless it is category and the purpose

Also amateur-built aircraft cannot to an exhibition registered in advance Reference FAA Order 81302F availshyhave been previously certificated in anshy with the FAA You need to submit a proshy able for download from the FAA at www other category This means that the gram letter to the FAA that lists the ex- faagov

APRIL 2007 8

Can I Just Make Mine Experimental Unfortunately its not that simple

BY JOE NORRIS EAA AVIATION SERVICES

On a regular basis here at EAA headshy aircraft would have to have been certifishy hibitions you wish to attend and you quarters members ask us if there is cated within one of the other experimenshy must contact the FAA in advance to fly any advantage to converting their airshy tal purposes The least restrictive of the to an exhibition that is not listed in your plane to the Experimental category available purposes would be exhibition program letter Any flight that is not to Many aircraft owners have the idea that but this purpose still places significant from or at one of these exhibitions is they will save money if they switch their restrictions on the use of the aircraft a proficiency flight and must be conshyfactory-built aircraft from Standard catshy FAA Order 81302F outlines the proshy ducted only from your home field and egory to Experimental This notion no cedures for certificating aircraft and you can land only at your home fieldshydoubt stems from the fact that they see related products and it contains the no $100 hamburger trips for pleasure owners of homebuilt aircraft doing their definition and limitations of various cershy Only FAA-ltertificated mechanics with own maintenance repairs and inspecshy tification categories Chapter 4 section appropriate ratings as authorized by FAR tions or using more modern auto-engine 10 covers operation of aircraft under 433 may perform inspections required conversions This brings forth the idea the experimental purpose of exhibition by these operating limitations that if they converted their Standard and air racing The description of this Unlike the Amateur-Built category category aircraft to Experimental they certification purpose reads where the builder can apply for a repairshycould save money by reducing mainshy A certificate for experimental exhishy man certificate that authorizes himher tenance expenses andor taking adshy bition shall only be issued when an airshy to do condition inspections (basically vantage of modern engine technology craft is to be used for valid exhibition equivalent to an annual) you will not be Actually its not that simple purposes Included in those purposes authorized to do so on your exhibition

The fact is there isnt just one Expershy are organized air shows organized air aircraft You would need to find a certifishyimental category Rather there are sevshy races organized fly-in activities orshy cated mechanic to do the inspections eral purposes for which the FAA might ganized exhibitions youth education Further because your aircraft previously issue an experimental airworthiness events shopping maIlschoolsimishy held a different category airworthiness certificate One of those purposes is for lar static displays organized aerobatic certificate al of the maintenance reshyoperating an amateur-built aircraft competition sail plane fly-ins or comshy quirements of FAR Part 43 still apply This is the certificate under which petitive races or meets and movie or That means you must have an AampP meshyhomebuilt aircraft are operated There television productions chanic do the required maintenance or are several other purposes for which an Youll notice that recreational and supervise you while you do the mainteshyexperimental airworthiness certificate cross-ltountry flying are not mentioned nance on your aircraft just like when it can be issued These include research ExperimentalExhibition category is was in Standard category and development crew training exhibishy further broken down into four groups As you can see the Experimental tion air racing market survey and othshy identified by Roman numerals I through Exhibition category places significant ers Each purpose has its own unique IV Aircraft that were formerly certifi shy restrictions on the operation of the airshycharacteristics and limitations cated in Standard category fall into craft which in turn limits the utility of

In truth there is little benefit to Group IV Group IV aircraft will be isshy the aircraft while offering little if any changing from Standard to Experimental sued operating limitations that include opportunity for cost savings These limshycategory Heres why Since the aircraft the following itations also significantly reduce the is factory-built and certificated in Stanshy The proficiency area is limited to market value of the aircraft should the dard category it would not be eligible nonstop flight that begins and ends at owner ever want to sell it And once an for experimentalamateur-built status the airport where the aircraft is based aircraft is removed from Standard cateshyThe FAA defines amateur-built aircraft with sufficient fuel reserve to meet the gory it is difficult and expensive to move as aircraft in which the major portion applicable operating rules of Part 91 it back For these reasons we do not has been fabricated and assembled An alternate airport selection is not recommend that you change the certifishyby a person(s) who undertook the conshy available for aircraft in this group (Italshy cation category of a Standard category struction process solely for their own ics ours) aircraft unless you truly meet the reshyeducation or recreation A factory-built This means you cannot fly the airshy quirements of ExperimentalExhibition aircraft does not meet this definition craft to any other airports unless it is category and the purpose

Also amateur-built aircraft cannot to an exhibition registered in advance Reference FAA Order 81302F availshyhave been previously certificated in anshy with the FAA You need to submit a proshy able for download from the FAA at www other category This means that the gram letter to the FAA that lists the ex- faagov

APRIL 2007 8

BringiNew

Horizons Into Focus

TheyE~~~~~ on Saturdays and

idly spending time with friends during the previous six years Inshystead these young boys and girls decided to invest their time and energies into a special project at Flabob Airport in Riverside Calshyifornia Most of them are former Young Eagles partiCipants and one by one they were presented with the opportunity to sacrifice three Saturdays a month in order to breathe new life into a dilapidated weather-beaten Aeronca

The Aeronca Kids BY SPARKY BARNES SARGENT

Aeronca Kids The Aeronca Kids project as it has

been affectionately dubbed had its genesis when the Thomas W Wathen Foundation purchased Flabob Airport in 2000 to save it from development and preserve its rich history Subseshyquently one forlorn and abandoned Aeronca Super Chief which had beshycome a fixture of sorts on the flightshyline was rescued as well Retired Air Force Col Al Gester recognized in it the potential for a unique sort of resshytoration project which would help achieve the foundations goal of edshyucation through aviation

The intent of the project wasnt to

start an AampP school to train student mechanics It was to develop a proshygram that would build character in young people while promoting teamshywork and communication via the technical process of aircraft restorashytion with an additional emphasis on citizenship and leadership

It was John Lyon Tom Wathen and Al Gester who started the proshygram explains Roger Farnes addshying AI wasnt an AampP so he asked me to help him out After about a year and a half he had to move to England and left the program in my charge Ive been with it ever since and Ken Brown is our IA Of course

VINTAGE AIRPLANE 9

The teenagers built all-new ribs stringers and formers for the airplane

10 APRIL 2007

Roger Farnes and Travis Kingsley

the rule was that the kids-who ranged in ages from 14 to 18-had to do all the work And then their work time counted toward a scholarship system to help them pay for flying lessons They also helped with the Young Eagles program once a month at Flabob

Super Chief As the project progressed the teenshy

agers began to realize that NC33712 really would fly again as it did for the first time in early 1941 after it rolled off The Aeronautical Corporation of Americas production line at the Mushynicipal Airport in Middletown Ohio The company advertised it as being designed with an eye to the present and an ear to the future-yet who would have imagined just how far into the future this particular prewar Aeronca would survive But this time around NC33712 would roll off a deshycidedly different type of production line becoming airworthy again only through the collective efforts of 35 teenagers and several adult volunteer instructors whom Gester and Farnes recruited for the program

Andrew Blaize of Perris California is one of the young recruits He wasnt interested in airplanes until he had his first Young Eagles flight at Flabob I thought it was cool and I was in a little air academy there and I kind of got hooked on aviation The idea

Andrew Blaize Hal Nemer Anthony Ward and Roger Farnes with the Roger Farnes discusses the Aeroncas engine inshySuper Chief at AirVenture

of bringing an airplane back to life appealed to me because I like buildshying things I actually teach a class at Flabob now on how to build model rockets he says and adds with deshytermination and Im working on my private-Im almost there

Anthony Ward of Riverside Calshyifornia another participant has already earned his private pilot cershytificate I was asked by Al Gester to join the program and I said Of course sign me up I built models but I didnt realize how detailed (a real airplane) was going to be he exshyplains with a smile adding we had an original photo of it before we reshystored it so we did have a sense of what it would look like

Challenges Technical hurdles and personal

challenges seem to be part of any aircraft restoration and the Aeronca Kids and their mentors encountered their share of them Farnes says one of the first challenges he had was stepping into the project after the Aeronca had already been disassemshybled Some of the parts had been lashybeled but not all of them and the old fabric had been discarded Farnes quickly put his knowledge and expeshyrience to good use identifying the myriad pieces of that Aeronca jigsaw puzzle and evaluating the parts that were usable or required rebuilding

stallation with an intrigued AirVenture attendee

Brandishing a hearty smile he proshyclaims that one of the big personal challenges for himself and the other mechanics was simply keeping our hands in our pockets and letting them do the work-you know how impossible that is for an AampP not to work on an airplane

The teenagers developed their skills hands-on under the close sushypervision of their mechanic menshytors who didnt hesitate to make them do something over if it didnt pass inspection Among other techshynical tasks they learned how to use jigs to build ribs stringers and formshyers work with sheet metal to create a new nose and rebuild a Continenshytal A-65 When it came time to learn about fabric installation Jon Goldshyenbaum and Poly-Fiber were integral to the project Farnes explains that Poly-Fiber donated all the materishyals for the fabric covering and they also came over and gave the kids a lesson and the kids now are certified for rib stitching and fabric covering by Poly-Fiber

Throughout the six-year project the girls were just as involved as the boys comments Farnes adding we had 23 boys and 12 girls in the proshygram and one of the girls who has gone on to college still comes back to visit us One of the young ladies put in the headliner because its very fine work up in there with a needle and

the guys couldnt have gotten up in there and done it if they wanted to

Ward reflecting on the entire exshyperience says that rib stitching was challenging as was learning how to work as part of a team And we just kept on building and building the ribs We thought it would never end It took a year and a half alone to do the ribs he says but I liked building them Sometimes we were questioning if the project was ever going to get done but the last coushyple of years it started looking like an airplane and that was our motivashytion We knew it was going to get done then

Blaize agrees with Ward about the teamwork aspect elaborating we had to learn to work with each other and that was challenging at times with someone saying youre doing this wrong My favorite part was probably the woodwork I thought airplanes were all metal And the rib stitching was fun That was probashybly the best part of the project everyshybody sitting over there with the wing sewing If your dream is aviation and you want to build an airplane this is your chance right here

Aeronca Aloft That ultimate goal of airworthishy

ness was finally achieved on July 5 2006 With its golden-yellow fuseshylage and dark-blue wings NC33712

VINTAGE AIRPLANE 11

Side view of the restored Super Chief as seen early one morning at AirVenture

r

The interior was neatly designed and the headliner was installed by one of the female participants in the program

The wheelpants add a nice finishing touch to the Super Chief

was a handsome representative of an Aeronca marketing slogan from yesteryear which praised the Super Chief as a beauty on wings and as good as it looks

Flabobs EAA Chapter One flight advisor Hal Nemer happily accepted the honorable duty of test pilot and shares his account of the Super Chiefs first flight after restoration

1 2 APRIL 2007

I must say the test flight went off very smoothly The only complaint I had was that it was idling a little too fast It flew beautifully and they just did a fantastic job of rebuilding this airplane The supervision must have been outstanding too because you don t get this kind of a product by not supervising inexperienced people very well

Farnes was delighted as were the Aeronca Kids to see the airplane in the sky For me the first flight is alshyways the best part of a restoration project he says elaborating with a knowing smile Hal did a high-speed taxi and he got it off the groundshyand then it just started climbing

It wasnt long before it was time to reach for the next goal-flying the Aeronca to EAA AirVenture Nemer agreed to make the flight providing

Close-up view of NC33712s Spartan instrument panel

Close-up view of NC33712s tail

that longtime friend experienced pishylot and fellow EAA flight advisor Ron Caraway would make the journey as well enabling them to take turns flying the Aeronca and the Wathen FoundationS Ercoupe After a few finshyishing touches on the Super Chief Nemer and Ward situated their flight gear on the baggage shelf and climbed aboard while Caraway and Blaize sishymultaneously readied the Ercoupe for the first day of the adventure

During the long cross-country Nemer demonstrated the finer points of pilotage to Ward while Caraway taught Blaize about GPS navigation At first we tried switchshying aircraft after each flight leg but that entailed moving gear between aircraft explains Nemer so afshyter the first day we flew the same aircraft all day and switched the

following day We kept the same cadet on the trip to Oshkosh and switched for the return trip

Support crews were also an imshyportant part of the cross-country adventure and EAA Chapter One Vice President Jerry Cortez provided much-appreciated assistance along the way Jerry flew his Cessna 150 along with them says Farnes addshying of course he was a little bit faster so hes the one who would usually wind up at the airport first and get the tiedown area find the fuel and get things ready for us We also had a ground crew of three peoshyple and I was part of that We folshylowed in an SUV with all the tools and baggage

According to Nemer the flight was long hot and over some very desoshylate country and it was good to have airplanes flying together over those areas But there was never any conshycern that the engine wasnt going to work right its just a very strong 65shyhorsepower Continental

Blaize says the 31-hour flight was flown in five days time and when it first began he felt some trepidation at the prospect It was like are we actushyally doing this Are we going to fly all the way there But we made it and it was fun he smiles explaining I got to see a lot of the United States Id never seen That was interesting Ive flown in jetliners and you fly so high you cant even see anything It was an accomplishment for me it was kind of overwhelming

Ward also had a cautionary thought about the flight and laughs when he recalls when we were taking off the first time I had it go through my mind Did I build this wing rib right And it flew so I guess I did it right I love traveling and this was my first official long cross-country I enjoyed it It was great

Real Rewards The Flabob Aeronca Kids received

the Special Achievement Award durshying AirVenture 2006 for their restoshyration of the 1941 Aeronca Super Chief but theres no doubt that the most significant rewards of the proshy

gram were the changes in the teenshyagers actions and attitudes which eloquently convey the Wathen Founshydations mission The kids learned a lot their grades improved and their parents say theyre much better peoshyple says Farnes

If I did not come to the program I have no idea where Id be right now

-Andrew Blaize

Ward agrees wholeheartedly Its true it happened We improvedshymainly because of the communicashytion and teamwork and the bonding I never had an opportunity anywhere else to do that Blaize echoes that reshysponse explaining It motivated us to work harder in other areas Before this I did not like working with anyshyone so this program really taught me how to work well with people [ will take that on to later in life So it was quite a lesson that I got It was worth giving up three Saturdays a month even though at first I was like Satshyurday Its my free day Then toward the end it was okay

Both agree that if they hadnt been part of the project they would have been sleeping in or just spending time with friends If I did not come to the program I have no idea where Id be right now reflects Blaize adding [d probably end up being a couch potato or working at McDonalds

New Horizons New aspirations are often born of

such inspirational experiences and when those experiences are shared with others they can become a catshyalyst for change Step by step the teenagers embraced the restoration challenge with a youthful pioneershying spirit learning the intricacies of rebuilding an airplane while building the confidence and skills to follow new directions in their lives

Ward plans to earn his commershycial certificate and hopefully fly for the airlines someday Blaize has foshycused on a different direction After

he receives his private pilot certifshyicate he wants to get my AampP lishycense and then try to go to Cal-Poly and get my bachelors in aeronautishycal engineering

As for the Super Chief it will evenshytually wind up in the Wathen Mushyseum according to Farnes But for now it will be flying in the skies over Flabob providing the teenagers with the opportunity to learn how to fly it (since most have been learning to fly in nosewheel aircraft) and obtain their tailwheel endorsements

Farnes says hes already been conshytacted by numerous people who want to know how they can become inshyvolved with the program So everyshybodys going to pitch in and see if we can get other programs set up to do the same thing all over the counshytry explains Farnes adding in fact theres a gentleman from Canada that wants to do the same thing in his country-so its growing

For those who read success in numshybers these should tell the story Of 35 young people involved in the proshygram 27 took flying lessons 19 have soloed and 10 have earned their prishyvate pilot certificates One is now atshytending Embry-Riddle Aeronautical University several have gone on to college and another has joined the United States Marine Corps

Nemer beams with joy as he sums up the success of the program proshyclaiming its been a marvelous exshyperience The part I enjoyed so much is the first time I asked them what turned you on to aviation Most of them without hesitation would say our Young Eagles ride-that did it If a program can produce young people like that there are going to be youngshysters to replace us older fellows

Now that the Aeronca Kids have succeeded in creating new horizons for themselves and one old Super Chief the Stinson Kids will be folshylowing suit as they restore a Stinson 108-3 that was donated for the purshypose For more information on the continuing program visit wwwlabob org online or call the Thomas W Washythen Foundation at 951-683-2309 ext 104 ~

VINTAGE AIRPLANE 13

The teenagers built all-new ribs stringers and formers for the airplane

10 APRIL 2007

Roger Farnes and Travis Kingsley

the rule was that the kids-who ranged in ages from 14 to 18-had to do all the work And then their work time counted toward a scholarship system to help them pay for flying lessons They also helped with the Young Eagles program once a month at Flabob

Super Chief As the project progressed the teenshy

agers began to realize that NC33712 really would fly again as it did for the first time in early 1941 after it rolled off The Aeronautical Corporation of Americas production line at the Mushynicipal Airport in Middletown Ohio The company advertised it as being designed with an eye to the present and an ear to the future-yet who would have imagined just how far into the future this particular prewar Aeronca would survive But this time around NC33712 would roll off a deshycidedly different type of production line becoming airworthy again only through the collective efforts of 35 teenagers and several adult volunteer instructors whom Gester and Farnes recruited for the program

Andrew Blaize of Perris California is one of the young recruits He wasnt interested in airplanes until he had his first Young Eagles flight at Flabob I thought it was cool and I was in a little air academy there and I kind of got hooked on aviation The idea

Andrew Blaize Hal Nemer Anthony Ward and Roger Farnes with the Roger Farnes discusses the Aeroncas engine inshySuper Chief at AirVenture

of bringing an airplane back to life appealed to me because I like buildshying things I actually teach a class at Flabob now on how to build model rockets he says and adds with deshytermination and Im working on my private-Im almost there

Anthony Ward of Riverside Calshyifornia another participant has already earned his private pilot cershytificate I was asked by Al Gester to join the program and I said Of course sign me up I built models but I didnt realize how detailed (a real airplane) was going to be he exshyplains with a smile adding we had an original photo of it before we reshystored it so we did have a sense of what it would look like

Challenges Technical hurdles and personal

challenges seem to be part of any aircraft restoration and the Aeronca Kids and their mentors encountered their share of them Farnes says one of the first challenges he had was stepping into the project after the Aeronca had already been disassemshybled Some of the parts had been lashybeled but not all of them and the old fabric had been discarded Farnes quickly put his knowledge and expeshyrience to good use identifying the myriad pieces of that Aeronca jigsaw puzzle and evaluating the parts that were usable or required rebuilding

stallation with an intrigued AirVenture attendee

Brandishing a hearty smile he proshyclaims that one of the big personal challenges for himself and the other mechanics was simply keeping our hands in our pockets and letting them do the work-you know how impossible that is for an AampP not to work on an airplane

The teenagers developed their skills hands-on under the close sushypervision of their mechanic menshytors who didnt hesitate to make them do something over if it didnt pass inspection Among other techshynical tasks they learned how to use jigs to build ribs stringers and formshyers work with sheet metal to create a new nose and rebuild a Continenshytal A-65 When it came time to learn about fabric installation Jon Goldshyenbaum and Poly-Fiber were integral to the project Farnes explains that Poly-Fiber donated all the materishyals for the fabric covering and they also came over and gave the kids a lesson and the kids now are certified for rib stitching and fabric covering by Poly-Fiber

Throughout the six-year project the girls were just as involved as the boys comments Farnes adding we had 23 boys and 12 girls in the proshygram and one of the girls who has gone on to college still comes back to visit us One of the young ladies put in the headliner because its very fine work up in there with a needle and

the guys couldnt have gotten up in there and done it if they wanted to

Ward reflecting on the entire exshyperience says that rib stitching was challenging as was learning how to work as part of a team And we just kept on building and building the ribs We thought it would never end It took a year and a half alone to do the ribs he says but I liked building them Sometimes we were questioning if the project was ever going to get done but the last coushyple of years it started looking like an airplane and that was our motivashytion We knew it was going to get done then

Blaize agrees with Ward about the teamwork aspect elaborating we had to learn to work with each other and that was challenging at times with someone saying youre doing this wrong My favorite part was probably the woodwork I thought airplanes were all metal And the rib stitching was fun That was probashybly the best part of the project everyshybody sitting over there with the wing sewing If your dream is aviation and you want to build an airplane this is your chance right here

Aeronca Aloft That ultimate goal of airworthishy

ness was finally achieved on July 5 2006 With its golden-yellow fuseshylage and dark-blue wings NC33712

VINTAGE AIRPLANE 11

Side view of the restored Super Chief as seen early one morning at AirVenture

r

The interior was neatly designed and the headliner was installed by one of the female participants in the program

The wheelpants add a nice finishing touch to the Super Chief

was a handsome representative of an Aeronca marketing slogan from yesteryear which praised the Super Chief as a beauty on wings and as good as it looks

Flabobs EAA Chapter One flight advisor Hal Nemer happily accepted the honorable duty of test pilot and shares his account of the Super Chiefs first flight after restoration

1 2 APRIL 2007

I must say the test flight went off very smoothly The only complaint I had was that it was idling a little too fast It flew beautifully and they just did a fantastic job of rebuilding this airplane The supervision must have been outstanding too because you don t get this kind of a product by not supervising inexperienced people very well

Farnes was delighted as were the Aeronca Kids to see the airplane in the sky For me the first flight is alshyways the best part of a restoration project he says elaborating with a knowing smile Hal did a high-speed taxi and he got it off the groundshyand then it just started climbing

It wasnt long before it was time to reach for the next goal-flying the Aeronca to EAA AirVenture Nemer agreed to make the flight providing

Close-up view of NC33712s Spartan instrument panel

Close-up view of NC33712s tail

that longtime friend experienced pishylot and fellow EAA flight advisor Ron Caraway would make the journey as well enabling them to take turns flying the Aeronca and the Wathen FoundationS Ercoupe After a few finshyishing touches on the Super Chief Nemer and Ward situated their flight gear on the baggage shelf and climbed aboard while Caraway and Blaize sishymultaneously readied the Ercoupe for the first day of the adventure

During the long cross-country Nemer demonstrated the finer points of pilotage to Ward while Caraway taught Blaize about GPS navigation At first we tried switchshying aircraft after each flight leg but that entailed moving gear between aircraft explains Nemer so afshyter the first day we flew the same aircraft all day and switched the

following day We kept the same cadet on the trip to Oshkosh and switched for the return trip

Support crews were also an imshyportant part of the cross-country adventure and EAA Chapter One Vice President Jerry Cortez provided much-appreciated assistance along the way Jerry flew his Cessna 150 along with them says Farnes addshying of course he was a little bit faster so hes the one who would usually wind up at the airport first and get the tiedown area find the fuel and get things ready for us We also had a ground crew of three peoshyple and I was part of that We folshylowed in an SUV with all the tools and baggage

According to Nemer the flight was long hot and over some very desoshylate country and it was good to have airplanes flying together over those areas But there was never any conshycern that the engine wasnt going to work right its just a very strong 65shyhorsepower Continental

Blaize says the 31-hour flight was flown in five days time and when it first began he felt some trepidation at the prospect It was like are we actushyally doing this Are we going to fly all the way there But we made it and it was fun he smiles explaining I got to see a lot of the United States Id never seen That was interesting Ive flown in jetliners and you fly so high you cant even see anything It was an accomplishment for me it was kind of overwhelming

Ward also had a cautionary thought about the flight and laughs when he recalls when we were taking off the first time I had it go through my mind Did I build this wing rib right And it flew so I guess I did it right I love traveling and this was my first official long cross-country I enjoyed it It was great

Real Rewards The Flabob Aeronca Kids received

the Special Achievement Award durshying AirVenture 2006 for their restoshyration of the 1941 Aeronca Super Chief but theres no doubt that the most significant rewards of the proshy

gram were the changes in the teenshyagers actions and attitudes which eloquently convey the Wathen Founshydations mission The kids learned a lot their grades improved and their parents say theyre much better peoshyple says Farnes

If I did not come to the program I have no idea where Id be right now

-Andrew Blaize

Ward agrees wholeheartedly Its true it happened We improvedshymainly because of the communicashytion and teamwork and the bonding I never had an opportunity anywhere else to do that Blaize echoes that reshysponse explaining It motivated us to work harder in other areas Before this I did not like working with anyshyone so this program really taught me how to work well with people [ will take that on to later in life So it was quite a lesson that I got It was worth giving up three Saturdays a month even though at first I was like Satshyurday Its my free day Then toward the end it was okay

Both agree that if they hadnt been part of the project they would have been sleeping in or just spending time with friends If I did not come to the program I have no idea where Id be right now reflects Blaize adding [d probably end up being a couch potato or working at McDonalds

New Horizons New aspirations are often born of

such inspirational experiences and when those experiences are shared with others they can become a catshyalyst for change Step by step the teenagers embraced the restoration challenge with a youthful pioneershying spirit learning the intricacies of rebuilding an airplane while building the confidence and skills to follow new directions in their lives

Ward plans to earn his commershycial certificate and hopefully fly for the airlines someday Blaize has foshycused on a different direction After

he receives his private pilot certifshyicate he wants to get my AampP lishycense and then try to go to Cal-Poly and get my bachelors in aeronautishycal engineering

As for the Super Chief it will evenshytually wind up in the Wathen Mushyseum according to Farnes But for now it will be flying in the skies over Flabob providing the teenagers with the opportunity to learn how to fly it (since most have been learning to fly in nosewheel aircraft) and obtain their tailwheel endorsements

Farnes says hes already been conshytacted by numerous people who want to know how they can become inshyvolved with the program So everyshybodys going to pitch in and see if we can get other programs set up to do the same thing all over the counshytry explains Farnes adding in fact theres a gentleman from Canada that wants to do the same thing in his country-so its growing

For those who read success in numshybers these should tell the story Of 35 young people involved in the proshygram 27 took flying lessons 19 have soloed and 10 have earned their prishyvate pilot certificates One is now atshytending Embry-Riddle Aeronautical University several have gone on to college and another has joined the United States Marine Corps

Nemer beams with joy as he sums up the success of the program proshyclaiming its been a marvelous exshyperience The part I enjoyed so much is the first time I asked them what turned you on to aviation Most of them without hesitation would say our Young Eagles ride-that did it If a program can produce young people like that there are going to be youngshysters to replace us older fellows

Now that the Aeronca Kids have succeeded in creating new horizons for themselves and one old Super Chief the Stinson Kids will be folshylowing suit as they restore a Stinson 108-3 that was donated for the purshypose For more information on the continuing program visit wwwlabob org online or call the Thomas W Washythen Foundation at 951-683-2309 ext 104 ~

VINTAGE AIRPLANE 13

Andrew Blaize Hal Nemer Anthony Ward and Roger Farnes with the Roger Farnes discusses the Aeroncas engine inshySuper Chief at AirVenture

of bringing an airplane back to life appealed to me because I like buildshying things I actually teach a class at Flabob now on how to build model rockets he says and adds with deshytermination and Im working on my private-Im almost there

Anthony Ward of Riverside Calshyifornia another participant has already earned his private pilot cershytificate I was asked by Al Gester to join the program and I said Of course sign me up I built models but I didnt realize how detailed (a real airplane) was going to be he exshyplains with a smile adding we had an original photo of it before we reshystored it so we did have a sense of what it would look like

Challenges Technical hurdles and personal

challenges seem to be part of any aircraft restoration and the Aeronca Kids and their mentors encountered their share of them Farnes says one of the first challenges he had was stepping into the project after the Aeronca had already been disassemshybled Some of the parts had been lashybeled but not all of them and the old fabric had been discarded Farnes quickly put his knowledge and expeshyrience to good use identifying the myriad pieces of that Aeronca jigsaw puzzle and evaluating the parts that were usable or required rebuilding

stallation with an intrigued AirVenture attendee

Brandishing a hearty smile he proshyclaims that one of the big personal challenges for himself and the other mechanics was simply keeping our hands in our pockets and letting them do the work-you know how impossible that is for an AampP not to work on an airplane

The teenagers developed their skills hands-on under the close sushypervision of their mechanic menshytors who didnt hesitate to make them do something over if it didnt pass inspection Among other techshynical tasks they learned how to use jigs to build ribs stringers and formshyers work with sheet metal to create a new nose and rebuild a Continenshytal A-65 When it came time to learn about fabric installation Jon Goldshyenbaum and Poly-Fiber were integral to the project Farnes explains that Poly-Fiber donated all the materishyals for the fabric covering and they also came over and gave the kids a lesson and the kids now are certified for rib stitching and fabric covering by Poly-Fiber

Throughout the six-year project the girls were just as involved as the boys comments Farnes adding we had 23 boys and 12 girls in the proshygram and one of the girls who has gone on to college still comes back to visit us One of the young ladies put in the headliner because its very fine work up in there with a needle and

the guys couldnt have gotten up in there and done it if they wanted to

Ward reflecting on the entire exshyperience says that rib stitching was challenging as was learning how to work as part of a team And we just kept on building and building the ribs We thought it would never end It took a year and a half alone to do the ribs he says but I liked building them Sometimes we were questioning if the project was ever going to get done but the last coushyple of years it started looking like an airplane and that was our motivashytion We knew it was going to get done then

Blaize agrees with Ward about the teamwork aspect elaborating we had to learn to work with each other and that was challenging at times with someone saying youre doing this wrong My favorite part was probably the woodwork I thought airplanes were all metal And the rib stitching was fun That was probashybly the best part of the project everyshybody sitting over there with the wing sewing If your dream is aviation and you want to build an airplane this is your chance right here

Aeronca Aloft That ultimate goal of airworthishy

ness was finally achieved on July 5 2006 With its golden-yellow fuseshylage and dark-blue wings NC33712

VINTAGE AIRPLANE 11

Side view of the restored Super Chief as seen early one morning at AirVenture

r

The interior was neatly designed and the headliner was installed by one of the female participants in the program

The wheelpants add a nice finishing touch to the Super Chief

was a handsome representative of an Aeronca marketing slogan from yesteryear which praised the Super Chief as a beauty on wings and as good as it looks

Flabobs EAA Chapter One flight advisor Hal Nemer happily accepted the honorable duty of test pilot and shares his account of the Super Chiefs first flight after restoration

1 2 APRIL 2007

I must say the test flight went off very smoothly The only complaint I had was that it was idling a little too fast It flew beautifully and they just did a fantastic job of rebuilding this airplane The supervision must have been outstanding too because you don t get this kind of a product by not supervising inexperienced people very well

Farnes was delighted as were the Aeronca Kids to see the airplane in the sky For me the first flight is alshyways the best part of a restoration project he says elaborating with a knowing smile Hal did a high-speed taxi and he got it off the groundshyand then it just started climbing

It wasnt long before it was time to reach for the next goal-flying the Aeronca to EAA AirVenture Nemer agreed to make the flight providing

Close-up view of NC33712s Spartan instrument panel

Close-up view of NC33712s tail

that longtime friend experienced pishylot and fellow EAA flight advisor Ron Caraway would make the journey as well enabling them to take turns flying the Aeronca and the Wathen FoundationS Ercoupe After a few finshyishing touches on the Super Chief Nemer and Ward situated their flight gear on the baggage shelf and climbed aboard while Caraway and Blaize sishymultaneously readied the Ercoupe for the first day of the adventure

During the long cross-country Nemer demonstrated the finer points of pilotage to Ward while Caraway taught Blaize about GPS navigation At first we tried switchshying aircraft after each flight leg but that entailed moving gear between aircraft explains Nemer so afshyter the first day we flew the same aircraft all day and switched the

following day We kept the same cadet on the trip to Oshkosh and switched for the return trip

Support crews were also an imshyportant part of the cross-country adventure and EAA Chapter One Vice President Jerry Cortez provided much-appreciated assistance along the way Jerry flew his Cessna 150 along with them says Farnes addshying of course he was a little bit faster so hes the one who would usually wind up at the airport first and get the tiedown area find the fuel and get things ready for us We also had a ground crew of three peoshyple and I was part of that We folshylowed in an SUV with all the tools and baggage

According to Nemer the flight was long hot and over some very desoshylate country and it was good to have airplanes flying together over those areas But there was never any conshycern that the engine wasnt going to work right its just a very strong 65shyhorsepower Continental

Blaize says the 31-hour flight was flown in five days time and when it first began he felt some trepidation at the prospect It was like are we actushyally doing this Are we going to fly all the way there But we made it and it was fun he smiles explaining I got to see a lot of the United States Id never seen That was interesting Ive flown in jetliners and you fly so high you cant even see anything It was an accomplishment for me it was kind of overwhelming

Ward also had a cautionary thought about the flight and laughs when he recalls when we were taking off the first time I had it go through my mind Did I build this wing rib right And it flew so I guess I did it right I love traveling and this was my first official long cross-country I enjoyed it It was great

Real Rewards The Flabob Aeronca Kids received

the Special Achievement Award durshying AirVenture 2006 for their restoshyration of the 1941 Aeronca Super Chief but theres no doubt that the most significant rewards of the proshy

gram were the changes in the teenshyagers actions and attitudes which eloquently convey the Wathen Founshydations mission The kids learned a lot their grades improved and their parents say theyre much better peoshyple says Farnes

If I did not come to the program I have no idea where Id be right now

-Andrew Blaize

Ward agrees wholeheartedly Its true it happened We improvedshymainly because of the communicashytion and teamwork and the bonding I never had an opportunity anywhere else to do that Blaize echoes that reshysponse explaining It motivated us to work harder in other areas Before this I did not like working with anyshyone so this program really taught me how to work well with people [ will take that on to later in life So it was quite a lesson that I got It was worth giving up three Saturdays a month even though at first I was like Satshyurday Its my free day Then toward the end it was okay

Both agree that if they hadnt been part of the project they would have been sleeping in or just spending time with friends If I did not come to the program I have no idea where Id be right now reflects Blaize adding [d probably end up being a couch potato or working at McDonalds

New Horizons New aspirations are often born of

such inspirational experiences and when those experiences are shared with others they can become a catshyalyst for change Step by step the teenagers embraced the restoration challenge with a youthful pioneershying spirit learning the intricacies of rebuilding an airplane while building the confidence and skills to follow new directions in their lives

Ward plans to earn his commershycial certificate and hopefully fly for the airlines someday Blaize has foshycused on a different direction After

he receives his private pilot certifshyicate he wants to get my AampP lishycense and then try to go to Cal-Poly and get my bachelors in aeronautishycal engineering

As for the Super Chief it will evenshytually wind up in the Wathen Mushyseum according to Farnes But for now it will be flying in the skies over Flabob providing the teenagers with the opportunity to learn how to fly it (since most have been learning to fly in nosewheel aircraft) and obtain their tailwheel endorsements

Farnes says hes already been conshytacted by numerous people who want to know how they can become inshyvolved with the program So everyshybodys going to pitch in and see if we can get other programs set up to do the same thing all over the counshytry explains Farnes adding in fact theres a gentleman from Canada that wants to do the same thing in his country-so its growing

For those who read success in numshybers these should tell the story Of 35 young people involved in the proshygram 27 took flying lessons 19 have soloed and 10 have earned their prishyvate pilot certificates One is now atshytending Embry-Riddle Aeronautical University several have gone on to college and another has joined the United States Marine Corps

Nemer beams with joy as he sums up the success of the program proshyclaiming its been a marvelous exshyperience The part I enjoyed so much is the first time I asked them what turned you on to aviation Most of them without hesitation would say our Young Eagles ride-that did it If a program can produce young people like that there are going to be youngshysters to replace us older fellows

Now that the Aeronca Kids have succeeded in creating new horizons for themselves and one old Super Chief the Stinson Kids will be folshylowing suit as they restore a Stinson 108-3 that was donated for the purshypose For more information on the continuing program visit wwwlabob org online or call the Thomas W Washythen Foundation at 951-683-2309 ext 104 ~

VINTAGE AIRPLANE 13

Side view of the restored Super Chief as seen early one morning at AirVenture

r

The interior was neatly designed and the headliner was installed by one of the female participants in the program

The wheelpants add a nice finishing touch to the Super Chief

was a handsome representative of an Aeronca marketing slogan from yesteryear which praised the Super Chief as a beauty on wings and as good as it looks

Flabobs EAA Chapter One flight advisor Hal Nemer happily accepted the honorable duty of test pilot and shares his account of the Super Chiefs first flight after restoration

1 2 APRIL 2007

I must say the test flight went off very smoothly The only complaint I had was that it was idling a little too fast It flew beautifully and they just did a fantastic job of rebuilding this airplane The supervision must have been outstanding too because you don t get this kind of a product by not supervising inexperienced people very well

Farnes was delighted as were the Aeronca Kids to see the airplane in the sky For me the first flight is alshyways the best part of a restoration project he says elaborating with a knowing smile Hal did a high-speed taxi and he got it off the groundshyand then it just started climbing

It wasnt long before it was time to reach for the next goal-flying the Aeronca to EAA AirVenture Nemer agreed to make the flight providing

Close-up view of NC33712s Spartan instrument panel

Close-up view of NC33712s tail

that longtime friend experienced pishylot and fellow EAA flight advisor Ron Caraway would make the journey as well enabling them to take turns flying the Aeronca and the Wathen FoundationS Ercoupe After a few finshyishing touches on the Super Chief Nemer and Ward situated their flight gear on the baggage shelf and climbed aboard while Caraway and Blaize sishymultaneously readied the Ercoupe for the first day of the adventure

During the long cross-country Nemer demonstrated the finer points of pilotage to Ward while Caraway taught Blaize about GPS navigation At first we tried switchshying aircraft after each flight leg but that entailed moving gear between aircraft explains Nemer so afshyter the first day we flew the same aircraft all day and switched the

following day We kept the same cadet on the trip to Oshkosh and switched for the return trip

Support crews were also an imshyportant part of the cross-country adventure and EAA Chapter One Vice President Jerry Cortez provided much-appreciated assistance along the way Jerry flew his Cessna 150 along with them says Farnes addshying of course he was a little bit faster so hes the one who would usually wind up at the airport first and get the tiedown area find the fuel and get things ready for us We also had a ground crew of three peoshyple and I was part of that We folshylowed in an SUV with all the tools and baggage

According to Nemer the flight was long hot and over some very desoshylate country and it was good to have airplanes flying together over those areas But there was never any conshycern that the engine wasnt going to work right its just a very strong 65shyhorsepower Continental

Blaize says the 31-hour flight was flown in five days time and when it first began he felt some trepidation at the prospect It was like are we actushyally doing this Are we going to fly all the way there But we made it and it was fun he smiles explaining I got to see a lot of the United States Id never seen That was interesting Ive flown in jetliners and you fly so high you cant even see anything It was an accomplishment for me it was kind of overwhelming

Ward also had a cautionary thought about the flight and laughs when he recalls when we were taking off the first time I had it go through my mind Did I build this wing rib right And it flew so I guess I did it right I love traveling and this was my first official long cross-country I enjoyed it It was great

Real Rewards The Flabob Aeronca Kids received

the Special Achievement Award durshying AirVenture 2006 for their restoshyration of the 1941 Aeronca Super Chief but theres no doubt that the most significant rewards of the proshy

gram were the changes in the teenshyagers actions and attitudes which eloquently convey the Wathen Founshydations mission The kids learned a lot their grades improved and their parents say theyre much better peoshyple says Farnes

If I did not come to the program I have no idea where Id be right now

-Andrew Blaize

Ward agrees wholeheartedly Its true it happened We improvedshymainly because of the communicashytion and teamwork and the bonding I never had an opportunity anywhere else to do that Blaize echoes that reshysponse explaining It motivated us to work harder in other areas Before this I did not like working with anyshyone so this program really taught me how to work well with people [ will take that on to later in life So it was quite a lesson that I got It was worth giving up three Saturdays a month even though at first I was like Satshyurday Its my free day Then toward the end it was okay

Both agree that if they hadnt been part of the project they would have been sleeping in or just spending time with friends If I did not come to the program I have no idea where Id be right now reflects Blaize adding [d probably end up being a couch potato or working at McDonalds

New Horizons New aspirations are often born of

such inspirational experiences and when those experiences are shared with others they can become a catshyalyst for change Step by step the teenagers embraced the restoration challenge with a youthful pioneershying spirit learning the intricacies of rebuilding an airplane while building the confidence and skills to follow new directions in their lives

Ward plans to earn his commershycial certificate and hopefully fly for the airlines someday Blaize has foshycused on a different direction After

he receives his private pilot certifshyicate he wants to get my AampP lishycense and then try to go to Cal-Poly and get my bachelors in aeronautishycal engineering

As for the Super Chief it will evenshytually wind up in the Wathen Mushyseum according to Farnes But for now it will be flying in the skies over Flabob providing the teenagers with the opportunity to learn how to fly it (since most have been learning to fly in nosewheel aircraft) and obtain their tailwheel endorsements

Farnes says hes already been conshytacted by numerous people who want to know how they can become inshyvolved with the program So everyshybodys going to pitch in and see if we can get other programs set up to do the same thing all over the counshytry explains Farnes adding in fact theres a gentleman from Canada that wants to do the same thing in his country-so its growing

For those who read success in numshybers these should tell the story Of 35 young people involved in the proshygram 27 took flying lessons 19 have soloed and 10 have earned their prishyvate pilot certificates One is now atshytending Embry-Riddle Aeronautical University several have gone on to college and another has joined the United States Marine Corps

Nemer beams with joy as he sums up the success of the program proshyclaiming its been a marvelous exshyperience The part I enjoyed so much is the first time I asked them what turned you on to aviation Most of them without hesitation would say our Young Eagles ride-that did it If a program can produce young people like that there are going to be youngshysters to replace us older fellows

Now that the Aeronca Kids have succeeded in creating new horizons for themselves and one old Super Chief the Stinson Kids will be folshylowing suit as they restore a Stinson 108-3 that was donated for the purshypose For more information on the continuing program visit wwwlabob org online or call the Thomas W Washythen Foundation at 951-683-2309 ext 104 ~

VINTAGE AIRPLANE 13

following day We kept the same cadet on the trip to Oshkosh and switched for the return trip

Support crews were also an imshyportant part of the cross-country adventure and EAA Chapter One Vice President Jerry Cortez provided much-appreciated assistance along the way Jerry flew his Cessna 150 along with them says Farnes addshying of course he was a little bit faster so hes the one who would usually wind up at the airport first and get the tiedown area find the fuel and get things ready for us We also had a ground crew of three peoshyple and I was part of that We folshylowed in an SUV with all the tools and baggage

According to Nemer the flight was long hot and over some very desoshylate country and it was good to have airplanes flying together over those areas But there was never any conshycern that the engine wasnt going to work right its just a very strong 65shyhorsepower Continental

Blaize says the 31-hour flight was flown in five days time and when it first began he felt some trepidation at the prospect It was like are we actushyally doing this Are we going to fly all the way there But we made it and it was fun he smiles explaining I got to see a lot of the United States Id never seen That was interesting Ive flown in jetliners and you fly so high you cant even see anything It was an accomplishment for me it was kind of overwhelming

Ward also had a cautionary thought about the flight and laughs when he recalls when we were taking off the first time I had it go through my mind Did I build this wing rib right And it flew so I guess I did it right I love traveling and this was my first official long cross-country I enjoyed it It was great

Real Rewards The Flabob Aeronca Kids received

the Special Achievement Award durshying AirVenture 2006 for their restoshyration of the 1941 Aeronca Super Chief but theres no doubt that the most significant rewards of the proshy

gram were the changes in the teenshyagers actions and attitudes which eloquently convey the Wathen Founshydations mission The kids learned a lot their grades improved and their parents say theyre much better peoshyple says Farnes

If I did not come to the program I have no idea where Id be right now

-Andrew Blaize

Ward agrees wholeheartedly Its true it happened We improvedshymainly because of the communicashytion and teamwork and the bonding I never had an opportunity anywhere else to do that Blaize echoes that reshysponse explaining It motivated us to work harder in other areas Before this I did not like working with anyshyone so this program really taught me how to work well with people [ will take that on to later in life So it was quite a lesson that I got It was worth giving up three Saturdays a month even though at first I was like Satshyurday Its my free day Then toward the end it was okay

Both agree that if they hadnt been part of the project they would have been sleeping in or just spending time with friends If I did not come to the program I have no idea where Id be right now reflects Blaize adding [d probably end up being a couch potato or working at McDonalds

New Horizons New aspirations are often born of

such inspirational experiences and when those experiences are shared with others they can become a catshyalyst for change Step by step the teenagers embraced the restoration challenge with a youthful pioneershying spirit learning the intricacies of rebuilding an airplane while building the confidence and skills to follow new directions in their lives

Ward plans to earn his commershycial certificate and hopefully fly for the airlines someday Blaize has foshycused on a different direction After

he receives his private pilot certifshyicate he wants to get my AampP lishycense and then try to go to Cal-Poly and get my bachelors in aeronautishycal engineering

As for the Super Chief it will evenshytually wind up in the Wathen Mushyseum according to Farnes But for now it will be flying in the skies over Flabob providing the teenagers with the opportunity to learn how to fly it (since most have been learning to fly in nosewheel aircraft) and obtain their tailwheel endorsements

Farnes says hes already been conshytacted by numerous people who want to know how they can become inshyvolved with the program So everyshybodys going to pitch in and see if we can get other programs set up to do the same thing all over the counshytry explains Farnes adding in fact theres a gentleman from Canada that wants to do the same thing in his country-so its growing

For those who read success in numshybers these should tell the story Of 35 young people involved in the proshygram 27 took flying lessons 19 have soloed and 10 have earned their prishyvate pilot certificates One is now atshytending Embry-Riddle Aeronautical University several have gone on to college and another has joined the United States Marine Corps

Nemer beams with joy as he sums up the success of the program proshyclaiming its been a marvelous exshyperience The part I enjoyed so much is the first time I asked them what turned you on to aviation Most of them without hesitation would say our Young Eagles ride-that did it If a program can produce young people like that there are going to be youngshysters to replace us older fellows

Now that the Aeronca Kids have succeeded in creating new horizons for themselves and one old Super Chief the Stinson Kids will be folshylowing suit as they restore a Stinson 108-3 that was donated for the purshypose For more information on the continuing program visit wwwlabob org online or call the Thomas W Washythen Foundation at 951-683-2309 ext 104 ~

VINTAGE AIRPLANE 13

ing a~orfing

-KELLY TRIMBLE

The diminutive Culver Dart Model LCA

The summer of 1940 found 9shyyear-old Mark Trimble at the Kansas City Municipal Airport watching in boyish awe as a tiny purple airplane streaked past the windsock I never saw anything move like that he says fondly describing the occasion It went by like a shot and he did a big duster turn and put the gear down and came in It was like a spaceship landed There was a crowd of people around that airplane

That airplane was Culver Aircraft Corps Dart Model LCA-a dashing new design by Al Mooney The sight of this sensational flying machine did more than catch young Trim-

BY SPARKY BARNES SARGENT

bles eye It was at that moment that he began cultivating a lifetime afshyfinity for Culver aircraft The Model LCA flew for the first time in early December 1939 and though it was christened a Dart its name was soon changed to Cadet and it received Approved Type Certificate No 730 in September of 1940

Knight Culvers company located in Port Columbus Ohio was already known for its production of various radial-powered Dart models when this new Continental A-75-powered airplane made its public debut in the spring of 1940 Late that year the company moved to Wichita Kansas

where it flourished By the followshying year Walter Beech and Charles Pappy Yankey acquired controlling interest in the company and were acshytively managing it with Al Mooney and his brother Art continuing their impressive work there Culver Airshycraft went on to produce several more models-including target drones for the military-with the Culver V-2 beshying its last in 1947

Aheodotk I~frl The sprightly Culver was considshy

ered years ahead of the industry not only by Culver Aircraft but also by its customers It measured 17 feet 8

14 APRIL2007

inches from nose to tail and its cantishylever wood wings spanned nearly 27 feet Elliptical-shaped wings and tail gave it a chic look while its curved doors blended right into its streamshylined fuselage The aircraft featured semi-monocoque construction which a company advertisement of the era described as plywood bonded toshygether with plastic resins which form a stressed skin shell which was then dipped in a chemically treated sealer to make it impervious to moisture

Advertised as lithe world s fastshygtshyz UJ

~~~~----------~~ (J) UJ Z a ~ ~ a It (J)

NC20949s dataplate reveals the airplanes early manufacture while Culver Airshycraft was still located in Ohio

est light airplane for a given horseshy air-oil shock struts and a set of steel power the peti te Model LCA leaf springs mounted on the gear by weighed 750 pounds empty with a the wheel Hydraulic brakes provided

adequate stopping power The price ---------------- --------------11 gross weight of 1305 pounds Pilot middot I and passenger sat side by side on its tag at the factory was $2395 and alshy~ bench seat and were allowed a total though it was quite capable of aeroshyrI - ~ I of 50 pounds of baggage It carried batic maneuvers it was apt to lose

-= 0 0 ~ 20 gallons of fuel and cruised at 120 its wings when suddenly pulled out ~iLgt-~~ ______ mph when powered by a 75-hp Con- of a high-speed dive explains Trimshy--1

tinental with a Freedman Burnham ble Therefore the following placard Three-view from the Aircraft Yearbook

adjustable propeller for a range of was required Intentional acrobaticsfor 1940

500 miles Landings were softened by and instrument flight prohibited

~towal Oulver Trimble became intimately acshy

quainted with flying a Culver V while Ididntrealize attending college in the early 1950s In fact it was his chosen transportashy

unfiloller I tion between his Missouri home and the University of Arkansas He thorshyoughly enjoyed the airplanes speed oIreodg bought and responsiveness

Nearly four decades later Trimshythe~one thot ble happened to be visiting the West Plains Missouri airport one day in

this is the some 1991 where he discovered a partially dismantled Cadet concealed in a dishylapidated hangar He soon telephoned oi~onethot the owner engaging him in friendly conversation and then asked him ifI SIAf in J 940middot hed have any interest in selling the

-Mark Trimble Cadet After a moments hesitation recalls Trimble he said Well yeah

Mark Trimble I really should sell it I have too many

=

VINTAGE AIRPLANE 15

Close-up view of the control stick (left) the pool-ball handle atop the gear lock lever and chrome wheel which are used to manually retract and lower the landing gear

The Model LCAs cockpit Note the clear windows in the floor panel for viewing the gear position

airplanes Come over and talk to me So I flew over there and we looked the airplane over and I wrote him a check for it

No sooner had the check changed hands than the man told him that NC20949 (sn 102) was the oldest known Model LCA and that it origishynally wore the factory colors of purshyple and cream Upon hearing that Trimble was even more delighted with his purchase Brandishing a boyshyish smile he says I didnt realize unshytil after I already bought the plane 16 APR IL2007

that this is the same airp lane that I saw in 1940

RlAwal It was time to take the Culver to

its new home near Branson Missouri The previous owner assured Trimble that once reassembled it would be safe to fly-but he warned him not to lift the tail immediately during takeshyoff or hed be sightseeing off the left side of the paved runway Trimble wasnt too concerned though and didnt heed the gentlemanS advice

Wingspan was nearly 27 feet and its landing gear is retractable

The tail features a fabric gap seal between the horizontal stabilizer and elevator

He pushed throttle and stick forward and as soon as the Culvers lightshyweight tail was off the ground he and the airplane headed left for the grass I pulled the power off straightened it out and I realized what he said is

A close-up view of the steel leaf springs on the main gear

righ t This particular airplane has the worst P-factor of any plane I ever flew he says laughing heartily So theres a technique to taking off in it You hold the stick back until it gets so light it s about to fly and then you let the tail up The rudder is working at that pOint and you have control

Power andPainf NC20949 started life with a 75-hp

Continental A-75-8 engine (Model LCA) but had also been powered by

an 80-hp Franklin 4AC-176-F3 at one time (Model LFA-both engines are listed on Aircraft Specification No Ashy730) When Trimble purchased it it had a C-90-12F installed It flew fine with 90 horses but Trimble figured more horsepower just might make it even better So although the Culver was airworthy he had a few enhanceshyments in mind for it With the help of Kenny Blalock of Conway Arkanshysas the Culver was soon sporting a Continental 0-200 engine a new fishyberglass cowling in place of the worn aluminum cowling and Air-Tech fabshyric and paint He matched the purshyple to his minds eye from 1940 and was helped by a picture of an early Culver Cadet on a vintage Wings Cigarette pack collectors card Addishytionally a new panel accommodated a few extra instruments including a rate-of-climb indicator and manishyfold pressure gauge A new Cleveland brake system was also installed

ReIraata6le Gear Serial No 102 has some quirky opshy

erating characteristics which Trimshyble attributes to its being hand-built and there are a lot of things on it that really dont work as well as the later

production models One such exshyample entails the art of manual gear retraction and extension which reshyquires two hands That necessitates gripping the control stick between the knees because the spirited little airplane being pitch sensitive with its light stick pressure quickly disshyplays its unstable tendency as soon as its pilot lets go of the stick Seeshythrough panels in the floorboard proshyvide a handy visual check to confirm the gear position-but apparently thats the only easy part

You trim the plane carefully beshyfore you begin the process but you end up flying all over the sky while you re pulling the gear up laughs Trimble First you pull up on the gear lock move the wheel and then put the lock over to the first notch Its a ratchet system and the gear comes up one notch at a time You have to keep pulling the wheel hard-it takes both handsshyuntil you get to the last notch Then you have to jerk on it but it finally works Now when you want to get the gear down you have to unload the ratchet by pulling as hard as you can on that wheel At the same time you pull up on the gear lock and put

VINTAGE A I RP L A N E 17

Rear view of Trimbles 1940 Culver Dart Model LCA between the horizontal stabilizer and elevator

it over to the free position Then the weight of the gear dropping will jerk the wheel out of your hand so you have to grab the wheel again quickly to keep them from slamming down Just as the gear hits bottom you immediately slam the gear lock to the left and try to get the lock pins seated If it doesnt work you just keep trying until it does

In Flight While this Culver offers a chalshy

lenge when it comes to picking up and lowering its feet its climb and cruise rate are quite pleasing to its owner who indicates that it will reach 1000 fpm climb in a hurry Its not uncommon for Trimble to take it up to 10000 feet on a cross-country flight Of course the climb rate is hampered by a full load but he mainshytains that its still a good performer and was so even when it had its origishynal 75-hp Continental

Replace that 75 hp with 100 hp and the tiny Culver really zips through the sky Trimble can easily cruise at 140 mph while burning only 58 gph He says he normally runs around 21shy12 or 22 inches of manifold pressure which is 55-60 percent power and itll show 130 mph If I move it up a little itll show 140 mph

Equally pleasing is the airplanes 1 8 APRIL 2007

surprisingly benign stalling characshyteristics attributed to its leading-edge wing slots which facilitate airflow over the ailerons while flying at high angles of attack It can also be fairly

+porentlg N020949 exemplifiedthe

f~nys odverlising slogan Its Oulver lOr OrDss-Oounfrg

docile when it comes to landing Trimshyble finds that NC20949 responds betshyter to touching down in a three-point attitude as opposed to a wheel landshying If you fly it on and touch the main gear itll jerk hard to the right he says explaining another of its idioshysyncrasies This ones gear is canted slightly to the right so itll jerk hard in that direction and theres no adjustshyment for toe-in But it touches down around 45 mph so its really not a hot airplane on the ground at all

While out flying on an afternoon jaunt one day Trimble discovered NC20949s most surprising perforshymance feature He was flying at 4500 feet over the scenic forested mounshytains just a couple of miles north of Branson when suddenly the little Culver decelerated rapidly The moshytor just died like a heart attack says Trimble shaking his head as he reshylives the moment and I thought uh oh Im in trouble here The airport was on the south side of town and a divided road went right through the town I decided to head to the airport and if I had to Id take one lane of that road I glided all the way across Branson and I couldnt believe the glide ratio that airplane had

Trimble who has experienced a total of six engine failures while hes been pilot-in-command reshymained calm as he and the Culver flew silently over Branson Amazshyingly enough by the time he crossed the center of the airport he still had 1200 feet of altitude I turned left downwind for runway 29 but that was a little bit downwind so I glided on around the airport and entered the downwind for runway 11 So I turned into the pattern and as I was going downwind another airplane came in behind me and I said Culshy

An efficient design allows the Culver to slice cleanly through the air The racy little Culver Model LCA created quite a senshysation among pilots when it was first introduced in 1940

ver 949 turning base with the engine out I touched the numbers when I landed and stopped in the middle of the runway-and Im not bragging because Im not that skillful a pilot I was just lucky to have enough altishytude That other guy came in and saw me and said You werent kidding were you I said No the engine was out and had been for a while That was an interesting ride That was one of the most impressive things about the airplane to me was how far I got with a dead engine

Orott-Oountrl Apparently NC20949 exemplishy

fied the companys advertising sloshygan li lts Culver for Cross-Country on at least one historic flight Trimshyble cites newspaper accounts that credit his Culver with a record-setshyting flight more than six decades ago and hes adorned the Culvers fuseshylage with a tribute to that event On June 5 1940 this airplane was flown from Columbus OH to Santa Monica CA in the daylight hours of one day thereby es tablishing a cross country reshycord for light aircraft that still stands today Total flying time was 1640

Refueling stops were made at Tulsa OK and Winslow AZ Total fuel cost was $1548

Trimble admits that he s pondershying the possibility of duplicating that flight but remains noncommitshytal Im 75 years old now maybe Jll wait until I m 80 he says with a lingering smile Elaborating upon the feasibility of such a flight he reflects that june 5th is close to the longest day of the year and you gain two hours going west from Ohio to California A high-pressure system might give you tail winds along the way But I think (on that record flight) the pilot must have put a fuel tank in the passenger seat because he went from Columbus to Tulsa Thats 750 miles and beyond its normal range And from Tulsa to Winslow is 800 miles

As for the pilot who made that reshycord flight Trimble says I undershystand that it was Pop johnson the same pilot who flew this as a factory demonstrator After flying this airshyplane as many hours as he did he knew where this plane fell short and tried to correct those things in the Swift design So this particular airshy

plane was forerunner of the very first prewar Swift (the 1941 Globe GC-1 NX17688) just look at a Swift and youll see the similarities

AIlinifllOr Oulvers Even with its quirky operating

characteristics-or maybe because of them-Trimble has a fondness for Seshyrial No 102 But thats not the only Culver he keeps in his hangar Nesshytled between Wacos a Fairchild 24 a Grumman Widgeon and various other aircraft in his unique collection are a 1938 Culver Dart GK and a postshywar Culver V (V for Victory) The most recent addition to his fleet is a 1946 Culver V which he describes as li the Superior Satellite which is the last mutation of the Culver v (Supeshyrior Aircraft Co of Wichita Kansas is the type certificate holder)

Trimble delights in flying his airshycraft on a regular basis and is rather partial to his Culver models So pershyhaps one day soon when he s flyshying NC20949 there will be another young boy who will be inspired by the sight of a small purple Culver dashing through the sky just as he was many years ago

VINTAGE AIRPLANE 19

THE CURTISS MODEL J The beginning of the famous Curtiss] series

The Model J was actually designed by B Douglas Thomas an Engshylishman Thomas was originally

an employee of the Avro Co and then of the Sopwith Aviation Co Ltd

Thomas encounter with Glenn Curshytiss during Curtiss 1913 visit to Sopshywith eventually led to his designing the Model] in a tent set up in Thomas yard during the winter of 1913-14 Thomas had apparently followed Curtis s through the Sopwith shop during his visit but he was reputedly too shy to speak to him Conversation between the two occurred only after a second chance encounter with Curtiss at a Lonshydon shop during a downpour on that same day Thomas then accompanied Curtiss on a trip to Paris where CurtiSS suggested that Thomas design an airshycraft after resigning from Sopwith

Early in 1914 Thomas sent his deshysign inclusive of a stress analysis and a list of materials to Curtiss at Hammondshysport (a surviving original drawing for

20 APRIL2007

BY WESLEY SMITH

the Model J is dated 12 March 1914) Curtiss then apparently demanded that Thomas come to America to oversee the design by way of a terse telegram that simply stated Come over

As originally built the Model J was a two-bay tractor biplane with equalshyspan wings of a 30-foot spread and aishylerons on both the upper and lower wings It was ready for testing by 12 April 1914 (it had possibly been under construction even before Thomas arshyrival in the United States) The exact seshyquence of events is somewhat difficult to determine but the aircraft was apshyparently built at the Hammondsport New York factory before being moved to Lake Keuka for assembly and initial flight testing A photo of the Model J with a large communal cockpit exists that shows the aircraft fitted out as a hydroaeroplane (that is a seaplane or floatplane) This same photo shows that the original 30-foot span wings with aishylerons in all four positions were used

The original tailskid was also fitted it was a lengthy affair that gave the airshycraft a rather ungainly stance

While its uncertain it does seem that the Model J was first tested as a hyshydro before removing the large central float (and wingtip floats) and fitting a wheeled undercarriage The photo that appears in Vintage Airplane may have been taken at this juncture before reshyverting to floats for a second time (see below) At some pOint the side of the fuselage was emblazoned with the name CURTISS in large lettering By the time the aircraft was converted to a landplane the large communal cockpit had been divided into two individual cockpits for the pilot (rear) and obshyserver (front) The contention for the Model J first being flown as a hydro is supported by the notion that it was an untested machine and that the landing field at Lake Keuka was much shorter than the lake It would make perfect sense to first test the machine in this

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

inches from nose to tail and its cantishylever wood wings spanned nearly 27 feet Elliptical-shaped wings and tail gave it a chic look while its curved doors blended right into its streamshylined fuselage The aircraft featured semi-monocoque construction which a company advertisement of the era described as plywood bonded toshygether with plastic resins which form a stressed skin shell which was then dipped in a chemically treated sealer to make it impervious to moisture

Advertised as lithe world s fastshygtshyz UJ

~~~~----------~~ (J) UJ Z a ~ ~ a It (J)

NC20949s dataplate reveals the airplanes early manufacture while Culver Airshycraft was still located in Ohio

est light airplane for a given horseshy air-oil shock struts and a set of steel power the peti te Model LCA leaf springs mounted on the gear by weighed 750 pounds empty with a the wheel Hydraulic brakes provided

adequate stopping power The price ---------------- --------------11 gross weight of 1305 pounds Pilot middot I and passenger sat side by side on its tag at the factory was $2395 and alshy~ bench seat and were allowed a total though it was quite capable of aeroshyrI - ~ I of 50 pounds of baggage It carried batic maneuvers it was apt to lose

-= 0 0 ~ 20 gallons of fuel and cruised at 120 its wings when suddenly pulled out ~iLgt-~~ ______ mph when powered by a 75-hp Con- of a high-speed dive explains Trimshy--1

tinental with a Freedman Burnham ble Therefore the following placard Three-view from the Aircraft Yearbook

adjustable propeller for a range of was required Intentional acrobaticsfor 1940

500 miles Landings were softened by and instrument flight prohibited

~towal Oulver Trimble became intimately acshy

quainted with flying a Culver V while Ididntrealize attending college in the early 1950s In fact it was his chosen transportashy

unfiloller I tion between his Missouri home and the University of Arkansas He thorshyoughly enjoyed the airplanes speed oIreodg bought and responsiveness

Nearly four decades later Trimshythe~one thot ble happened to be visiting the West Plains Missouri airport one day in

this is the some 1991 where he discovered a partially dismantled Cadet concealed in a dishylapidated hangar He soon telephoned oi~onethot the owner engaging him in friendly conversation and then asked him ifI SIAf in J 940middot hed have any interest in selling the

-Mark Trimble Cadet After a moments hesitation recalls Trimble he said Well yeah

Mark Trimble I really should sell it I have too many

=

VINTAGE AIRPLANE 15

Close-up view of the control stick (left) the pool-ball handle atop the gear lock lever and chrome wheel which are used to manually retract and lower the landing gear

The Model LCAs cockpit Note the clear windows in the floor panel for viewing the gear position

airplanes Come over and talk to me So I flew over there and we looked the airplane over and I wrote him a check for it

No sooner had the check changed hands than the man told him that NC20949 (sn 102) was the oldest known Model LCA and that it origishynally wore the factory colors of purshyple and cream Upon hearing that Trimble was even more delighted with his purchase Brandishing a boyshyish smile he says I didnt realize unshytil after I already bought the plane 16 APR IL2007

that this is the same airp lane that I saw in 1940

RlAwal It was time to take the Culver to

its new home near Branson Missouri The previous owner assured Trimble that once reassembled it would be safe to fly-but he warned him not to lift the tail immediately during takeshyoff or hed be sightseeing off the left side of the paved runway Trimble wasnt too concerned though and didnt heed the gentlemanS advice

Wingspan was nearly 27 feet and its landing gear is retractable

The tail features a fabric gap seal between the horizontal stabilizer and elevator

He pushed throttle and stick forward and as soon as the Culvers lightshyweight tail was off the ground he and the airplane headed left for the grass I pulled the power off straightened it out and I realized what he said is

A close-up view of the steel leaf springs on the main gear

righ t This particular airplane has the worst P-factor of any plane I ever flew he says laughing heartily So theres a technique to taking off in it You hold the stick back until it gets so light it s about to fly and then you let the tail up The rudder is working at that pOint and you have control

Power andPainf NC20949 started life with a 75-hp

Continental A-75-8 engine (Model LCA) but had also been powered by

an 80-hp Franklin 4AC-176-F3 at one time (Model LFA-both engines are listed on Aircraft Specification No Ashy730) When Trimble purchased it it had a C-90-12F installed It flew fine with 90 horses but Trimble figured more horsepower just might make it even better So although the Culver was airworthy he had a few enhanceshyments in mind for it With the help of Kenny Blalock of Conway Arkanshysas the Culver was soon sporting a Continental 0-200 engine a new fishyberglass cowling in place of the worn aluminum cowling and Air-Tech fabshyric and paint He matched the purshyple to his minds eye from 1940 and was helped by a picture of an early Culver Cadet on a vintage Wings Cigarette pack collectors card Addishytionally a new panel accommodated a few extra instruments including a rate-of-climb indicator and manishyfold pressure gauge A new Cleveland brake system was also installed

ReIraata6le Gear Serial No 102 has some quirky opshy

erating characteristics which Trimshyble attributes to its being hand-built and there are a lot of things on it that really dont work as well as the later

production models One such exshyample entails the art of manual gear retraction and extension which reshyquires two hands That necessitates gripping the control stick between the knees because the spirited little airplane being pitch sensitive with its light stick pressure quickly disshyplays its unstable tendency as soon as its pilot lets go of the stick Seeshythrough panels in the floorboard proshyvide a handy visual check to confirm the gear position-but apparently thats the only easy part

You trim the plane carefully beshyfore you begin the process but you end up flying all over the sky while you re pulling the gear up laughs Trimble First you pull up on the gear lock move the wheel and then put the lock over to the first notch Its a ratchet system and the gear comes up one notch at a time You have to keep pulling the wheel hard-it takes both handsshyuntil you get to the last notch Then you have to jerk on it but it finally works Now when you want to get the gear down you have to unload the ratchet by pulling as hard as you can on that wheel At the same time you pull up on the gear lock and put

VINTAGE A I RP L A N E 17

Rear view of Trimbles 1940 Culver Dart Model LCA between the horizontal stabilizer and elevator

it over to the free position Then the weight of the gear dropping will jerk the wheel out of your hand so you have to grab the wheel again quickly to keep them from slamming down Just as the gear hits bottom you immediately slam the gear lock to the left and try to get the lock pins seated If it doesnt work you just keep trying until it does

In Flight While this Culver offers a chalshy

lenge when it comes to picking up and lowering its feet its climb and cruise rate are quite pleasing to its owner who indicates that it will reach 1000 fpm climb in a hurry Its not uncommon for Trimble to take it up to 10000 feet on a cross-country flight Of course the climb rate is hampered by a full load but he mainshytains that its still a good performer and was so even when it had its origishynal 75-hp Continental

Replace that 75 hp with 100 hp and the tiny Culver really zips through the sky Trimble can easily cruise at 140 mph while burning only 58 gph He says he normally runs around 21shy12 or 22 inches of manifold pressure which is 55-60 percent power and itll show 130 mph If I move it up a little itll show 140 mph

Equally pleasing is the airplanes 1 8 APRIL 2007

surprisingly benign stalling characshyteristics attributed to its leading-edge wing slots which facilitate airflow over the ailerons while flying at high angles of attack It can also be fairly

+porentlg N020949 exemplifiedthe

f~nys odverlising slogan Its Oulver lOr OrDss-Oounfrg

docile when it comes to landing Trimshyble finds that NC20949 responds betshyter to touching down in a three-point attitude as opposed to a wheel landshying If you fly it on and touch the main gear itll jerk hard to the right he says explaining another of its idioshysyncrasies This ones gear is canted slightly to the right so itll jerk hard in that direction and theres no adjustshyment for toe-in But it touches down around 45 mph so its really not a hot airplane on the ground at all

While out flying on an afternoon jaunt one day Trimble discovered NC20949s most surprising perforshymance feature He was flying at 4500 feet over the scenic forested mounshytains just a couple of miles north of Branson when suddenly the little Culver decelerated rapidly The moshytor just died like a heart attack says Trimble shaking his head as he reshylives the moment and I thought uh oh Im in trouble here The airport was on the south side of town and a divided road went right through the town I decided to head to the airport and if I had to Id take one lane of that road I glided all the way across Branson and I couldnt believe the glide ratio that airplane had

Trimble who has experienced a total of six engine failures while hes been pilot-in-command reshymained calm as he and the Culver flew silently over Branson Amazshyingly enough by the time he crossed the center of the airport he still had 1200 feet of altitude I turned left downwind for runway 29 but that was a little bit downwind so I glided on around the airport and entered the downwind for runway 11 So I turned into the pattern and as I was going downwind another airplane came in behind me and I said Culshy

An efficient design allows the Culver to slice cleanly through the air The racy little Culver Model LCA created quite a senshysation among pilots when it was first introduced in 1940

ver 949 turning base with the engine out I touched the numbers when I landed and stopped in the middle of the runway-and Im not bragging because Im not that skillful a pilot I was just lucky to have enough altishytude That other guy came in and saw me and said You werent kidding were you I said No the engine was out and had been for a while That was an interesting ride That was one of the most impressive things about the airplane to me was how far I got with a dead engine

Orott-Oountrl Apparently NC20949 exemplishy

fied the companys advertising sloshygan li lts Culver for Cross-Country on at least one historic flight Trimshyble cites newspaper accounts that credit his Culver with a record-setshyting flight more than six decades ago and hes adorned the Culvers fuseshylage with a tribute to that event On June 5 1940 this airplane was flown from Columbus OH to Santa Monica CA in the daylight hours of one day thereby es tablishing a cross country reshycord for light aircraft that still stands today Total flying time was 1640

Refueling stops were made at Tulsa OK and Winslow AZ Total fuel cost was $1548

Trimble admits that he s pondershying the possibility of duplicating that flight but remains noncommitshytal Im 75 years old now maybe Jll wait until I m 80 he says with a lingering smile Elaborating upon the feasibility of such a flight he reflects that june 5th is close to the longest day of the year and you gain two hours going west from Ohio to California A high-pressure system might give you tail winds along the way But I think (on that record flight) the pilot must have put a fuel tank in the passenger seat because he went from Columbus to Tulsa Thats 750 miles and beyond its normal range And from Tulsa to Winslow is 800 miles

As for the pilot who made that reshycord flight Trimble says I undershystand that it was Pop johnson the same pilot who flew this as a factory demonstrator After flying this airshyplane as many hours as he did he knew where this plane fell short and tried to correct those things in the Swift design So this particular airshy

plane was forerunner of the very first prewar Swift (the 1941 Globe GC-1 NX17688) just look at a Swift and youll see the similarities

AIlinifllOr Oulvers Even with its quirky operating

characteristics-or maybe because of them-Trimble has a fondness for Seshyrial No 102 But thats not the only Culver he keeps in his hangar Nesshytled between Wacos a Fairchild 24 a Grumman Widgeon and various other aircraft in his unique collection are a 1938 Culver Dart GK and a postshywar Culver V (V for Victory) The most recent addition to his fleet is a 1946 Culver V which he describes as li the Superior Satellite which is the last mutation of the Culver v (Supeshyrior Aircraft Co of Wichita Kansas is the type certificate holder)

Trimble delights in flying his airshycraft on a regular basis and is rather partial to his Culver models So pershyhaps one day soon when he s flyshying NC20949 there will be another young boy who will be inspired by the sight of a small purple Culver dashing through the sky just as he was many years ago

VINTAGE AIRPLANE 19

THE CURTISS MODEL J The beginning of the famous Curtiss] series

The Model J was actually designed by B Douglas Thomas an Engshylishman Thomas was originally

an employee of the Avro Co and then of the Sopwith Aviation Co Ltd

Thomas encounter with Glenn Curshytiss during Curtiss 1913 visit to Sopshywith eventually led to his designing the Model] in a tent set up in Thomas yard during the winter of 1913-14 Thomas had apparently followed Curtis s through the Sopwith shop during his visit but he was reputedly too shy to speak to him Conversation between the two occurred only after a second chance encounter with Curtiss at a Lonshydon shop during a downpour on that same day Thomas then accompanied Curtiss on a trip to Paris where CurtiSS suggested that Thomas design an airshycraft after resigning from Sopwith

Early in 1914 Thomas sent his deshysign inclusive of a stress analysis and a list of materials to Curtiss at Hammondshysport (a surviving original drawing for

20 APRIL2007

BY WESLEY SMITH

the Model J is dated 12 March 1914) Curtiss then apparently demanded that Thomas come to America to oversee the design by way of a terse telegram that simply stated Come over

As originally built the Model J was a two-bay tractor biplane with equalshyspan wings of a 30-foot spread and aishylerons on both the upper and lower wings It was ready for testing by 12 April 1914 (it had possibly been under construction even before Thomas arshyrival in the United States) The exact seshyquence of events is somewhat difficult to determine but the aircraft was apshyparently built at the Hammondsport New York factory before being moved to Lake Keuka for assembly and initial flight testing A photo of the Model J with a large communal cockpit exists that shows the aircraft fitted out as a hydroaeroplane (that is a seaplane or floatplane) This same photo shows that the original 30-foot span wings with aishylerons in all four positions were used

The original tailskid was also fitted it was a lengthy affair that gave the airshycraft a rather ungainly stance

While its uncertain it does seem that the Model J was first tested as a hyshydro before removing the large central float (and wingtip floats) and fitting a wheeled undercarriage The photo that appears in Vintage Airplane may have been taken at this juncture before reshyverting to floats for a second time (see below) At some pOint the side of the fuselage was emblazoned with the name CURTISS in large lettering By the time the aircraft was converted to a landplane the large communal cockpit had been divided into two individual cockpits for the pilot (rear) and obshyserver (front) The contention for the Model J first being flown as a hydro is supported by the notion that it was an untested machine and that the landing field at Lake Keuka was much shorter than the lake It would make perfect sense to first test the machine in this

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

Close-up view of the control stick (left) the pool-ball handle atop the gear lock lever and chrome wheel which are used to manually retract and lower the landing gear

The Model LCAs cockpit Note the clear windows in the floor panel for viewing the gear position

airplanes Come over and talk to me So I flew over there and we looked the airplane over and I wrote him a check for it

No sooner had the check changed hands than the man told him that NC20949 (sn 102) was the oldest known Model LCA and that it origishynally wore the factory colors of purshyple and cream Upon hearing that Trimble was even more delighted with his purchase Brandishing a boyshyish smile he says I didnt realize unshytil after I already bought the plane 16 APR IL2007

that this is the same airp lane that I saw in 1940

RlAwal It was time to take the Culver to

its new home near Branson Missouri The previous owner assured Trimble that once reassembled it would be safe to fly-but he warned him not to lift the tail immediately during takeshyoff or hed be sightseeing off the left side of the paved runway Trimble wasnt too concerned though and didnt heed the gentlemanS advice

Wingspan was nearly 27 feet and its landing gear is retractable

The tail features a fabric gap seal between the horizontal stabilizer and elevator

He pushed throttle and stick forward and as soon as the Culvers lightshyweight tail was off the ground he and the airplane headed left for the grass I pulled the power off straightened it out and I realized what he said is

A close-up view of the steel leaf springs on the main gear

righ t This particular airplane has the worst P-factor of any plane I ever flew he says laughing heartily So theres a technique to taking off in it You hold the stick back until it gets so light it s about to fly and then you let the tail up The rudder is working at that pOint and you have control

Power andPainf NC20949 started life with a 75-hp

Continental A-75-8 engine (Model LCA) but had also been powered by

an 80-hp Franklin 4AC-176-F3 at one time (Model LFA-both engines are listed on Aircraft Specification No Ashy730) When Trimble purchased it it had a C-90-12F installed It flew fine with 90 horses but Trimble figured more horsepower just might make it even better So although the Culver was airworthy he had a few enhanceshyments in mind for it With the help of Kenny Blalock of Conway Arkanshysas the Culver was soon sporting a Continental 0-200 engine a new fishyberglass cowling in place of the worn aluminum cowling and Air-Tech fabshyric and paint He matched the purshyple to his minds eye from 1940 and was helped by a picture of an early Culver Cadet on a vintage Wings Cigarette pack collectors card Addishytionally a new panel accommodated a few extra instruments including a rate-of-climb indicator and manishyfold pressure gauge A new Cleveland brake system was also installed

ReIraata6le Gear Serial No 102 has some quirky opshy

erating characteristics which Trimshyble attributes to its being hand-built and there are a lot of things on it that really dont work as well as the later

production models One such exshyample entails the art of manual gear retraction and extension which reshyquires two hands That necessitates gripping the control stick between the knees because the spirited little airplane being pitch sensitive with its light stick pressure quickly disshyplays its unstable tendency as soon as its pilot lets go of the stick Seeshythrough panels in the floorboard proshyvide a handy visual check to confirm the gear position-but apparently thats the only easy part

You trim the plane carefully beshyfore you begin the process but you end up flying all over the sky while you re pulling the gear up laughs Trimble First you pull up on the gear lock move the wheel and then put the lock over to the first notch Its a ratchet system and the gear comes up one notch at a time You have to keep pulling the wheel hard-it takes both handsshyuntil you get to the last notch Then you have to jerk on it but it finally works Now when you want to get the gear down you have to unload the ratchet by pulling as hard as you can on that wheel At the same time you pull up on the gear lock and put

VINTAGE A I RP L A N E 17

Rear view of Trimbles 1940 Culver Dart Model LCA between the horizontal stabilizer and elevator

it over to the free position Then the weight of the gear dropping will jerk the wheel out of your hand so you have to grab the wheel again quickly to keep them from slamming down Just as the gear hits bottom you immediately slam the gear lock to the left and try to get the lock pins seated If it doesnt work you just keep trying until it does

In Flight While this Culver offers a chalshy

lenge when it comes to picking up and lowering its feet its climb and cruise rate are quite pleasing to its owner who indicates that it will reach 1000 fpm climb in a hurry Its not uncommon for Trimble to take it up to 10000 feet on a cross-country flight Of course the climb rate is hampered by a full load but he mainshytains that its still a good performer and was so even when it had its origishynal 75-hp Continental

Replace that 75 hp with 100 hp and the tiny Culver really zips through the sky Trimble can easily cruise at 140 mph while burning only 58 gph He says he normally runs around 21shy12 or 22 inches of manifold pressure which is 55-60 percent power and itll show 130 mph If I move it up a little itll show 140 mph

Equally pleasing is the airplanes 1 8 APRIL 2007

surprisingly benign stalling characshyteristics attributed to its leading-edge wing slots which facilitate airflow over the ailerons while flying at high angles of attack It can also be fairly

+porentlg N020949 exemplifiedthe

f~nys odverlising slogan Its Oulver lOr OrDss-Oounfrg

docile when it comes to landing Trimshyble finds that NC20949 responds betshyter to touching down in a three-point attitude as opposed to a wheel landshying If you fly it on and touch the main gear itll jerk hard to the right he says explaining another of its idioshysyncrasies This ones gear is canted slightly to the right so itll jerk hard in that direction and theres no adjustshyment for toe-in But it touches down around 45 mph so its really not a hot airplane on the ground at all

While out flying on an afternoon jaunt one day Trimble discovered NC20949s most surprising perforshymance feature He was flying at 4500 feet over the scenic forested mounshytains just a couple of miles north of Branson when suddenly the little Culver decelerated rapidly The moshytor just died like a heart attack says Trimble shaking his head as he reshylives the moment and I thought uh oh Im in trouble here The airport was on the south side of town and a divided road went right through the town I decided to head to the airport and if I had to Id take one lane of that road I glided all the way across Branson and I couldnt believe the glide ratio that airplane had

Trimble who has experienced a total of six engine failures while hes been pilot-in-command reshymained calm as he and the Culver flew silently over Branson Amazshyingly enough by the time he crossed the center of the airport he still had 1200 feet of altitude I turned left downwind for runway 29 but that was a little bit downwind so I glided on around the airport and entered the downwind for runway 11 So I turned into the pattern and as I was going downwind another airplane came in behind me and I said Culshy

An efficient design allows the Culver to slice cleanly through the air The racy little Culver Model LCA created quite a senshysation among pilots when it was first introduced in 1940

ver 949 turning base with the engine out I touched the numbers when I landed and stopped in the middle of the runway-and Im not bragging because Im not that skillful a pilot I was just lucky to have enough altishytude That other guy came in and saw me and said You werent kidding were you I said No the engine was out and had been for a while That was an interesting ride That was one of the most impressive things about the airplane to me was how far I got with a dead engine

Orott-Oountrl Apparently NC20949 exemplishy

fied the companys advertising sloshygan li lts Culver for Cross-Country on at least one historic flight Trimshyble cites newspaper accounts that credit his Culver with a record-setshyting flight more than six decades ago and hes adorned the Culvers fuseshylage with a tribute to that event On June 5 1940 this airplane was flown from Columbus OH to Santa Monica CA in the daylight hours of one day thereby es tablishing a cross country reshycord for light aircraft that still stands today Total flying time was 1640

Refueling stops were made at Tulsa OK and Winslow AZ Total fuel cost was $1548

Trimble admits that he s pondershying the possibility of duplicating that flight but remains noncommitshytal Im 75 years old now maybe Jll wait until I m 80 he says with a lingering smile Elaborating upon the feasibility of such a flight he reflects that june 5th is close to the longest day of the year and you gain two hours going west from Ohio to California A high-pressure system might give you tail winds along the way But I think (on that record flight) the pilot must have put a fuel tank in the passenger seat because he went from Columbus to Tulsa Thats 750 miles and beyond its normal range And from Tulsa to Winslow is 800 miles

As for the pilot who made that reshycord flight Trimble says I undershystand that it was Pop johnson the same pilot who flew this as a factory demonstrator After flying this airshyplane as many hours as he did he knew where this plane fell short and tried to correct those things in the Swift design So this particular airshy

plane was forerunner of the very first prewar Swift (the 1941 Globe GC-1 NX17688) just look at a Swift and youll see the similarities

AIlinifllOr Oulvers Even with its quirky operating

characteristics-or maybe because of them-Trimble has a fondness for Seshyrial No 102 But thats not the only Culver he keeps in his hangar Nesshytled between Wacos a Fairchild 24 a Grumman Widgeon and various other aircraft in his unique collection are a 1938 Culver Dart GK and a postshywar Culver V (V for Victory) The most recent addition to his fleet is a 1946 Culver V which he describes as li the Superior Satellite which is the last mutation of the Culver v (Supeshyrior Aircraft Co of Wichita Kansas is the type certificate holder)

Trimble delights in flying his airshycraft on a regular basis and is rather partial to his Culver models So pershyhaps one day soon when he s flyshying NC20949 there will be another young boy who will be inspired by the sight of a small purple Culver dashing through the sky just as he was many years ago

VINTAGE AIRPLANE 19

THE CURTISS MODEL J The beginning of the famous Curtiss] series

The Model J was actually designed by B Douglas Thomas an Engshylishman Thomas was originally

an employee of the Avro Co and then of the Sopwith Aviation Co Ltd

Thomas encounter with Glenn Curshytiss during Curtiss 1913 visit to Sopshywith eventually led to his designing the Model] in a tent set up in Thomas yard during the winter of 1913-14 Thomas had apparently followed Curtis s through the Sopwith shop during his visit but he was reputedly too shy to speak to him Conversation between the two occurred only after a second chance encounter with Curtiss at a Lonshydon shop during a downpour on that same day Thomas then accompanied Curtiss on a trip to Paris where CurtiSS suggested that Thomas design an airshycraft after resigning from Sopwith

Early in 1914 Thomas sent his deshysign inclusive of a stress analysis and a list of materials to Curtiss at Hammondshysport (a surviving original drawing for

20 APRIL2007

BY WESLEY SMITH

the Model J is dated 12 March 1914) Curtiss then apparently demanded that Thomas come to America to oversee the design by way of a terse telegram that simply stated Come over

As originally built the Model J was a two-bay tractor biplane with equalshyspan wings of a 30-foot spread and aishylerons on both the upper and lower wings It was ready for testing by 12 April 1914 (it had possibly been under construction even before Thomas arshyrival in the United States) The exact seshyquence of events is somewhat difficult to determine but the aircraft was apshyparently built at the Hammondsport New York factory before being moved to Lake Keuka for assembly and initial flight testing A photo of the Model J with a large communal cockpit exists that shows the aircraft fitted out as a hydroaeroplane (that is a seaplane or floatplane) This same photo shows that the original 30-foot span wings with aishylerons in all four positions were used

The original tailskid was also fitted it was a lengthy affair that gave the airshycraft a rather ungainly stance

While its uncertain it does seem that the Model J was first tested as a hyshydro before removing the large central float (and wingtip floats) and fitting a wheeled undercarriage The photo that appears in Vintage Airplane may have been taken at this juncture before reshyverting to floats for a second time (see below) At some pOint the side of the fuselage was emblazoned with the name CURTISS in large lettering By the time the aircraft was converted to a landplane the large communal cockpit had been divided into two individual cockpits for the pilot (rear) and obshyserver (front) The contention for the Model J first being flown as a hydro is supported by the notion that it was an untested machine and that the landing field at Lake Keuka was much shorter than the lake It would make perfect sense to first test the machine in this

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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VINTAGE AIRPLANE 27

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28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

A close-up view of the steel leaf springs on the main gear

righ t This particular airplane has the worst P-factor of any plane I ever flew he says laughing heartily So theres a technique to taking off in it You hold the stick back until it gets so light it s about to fly and then you let the tail up The rudder is working at that pOint and you have control

Power andPainf NC20949 started life with a 75-hp

Continental A-75-8 engine (Model LCA) but had also been powered by

an 80-hp Franklin 4AC-176-F3 at one time (Model LFA-both engines are listed on Aircraft Specification No Ashy730) When Trimble purchased it it had a C-90-12F installed It flew fine with 90 horses but Trimble figured more horsepower just might make it even better So although the Culver was airworthy he had a few enhanceshyments in mind for it With the help of Kenny Blalock of Conway Arkanshysas the Culver was soon sporting a Continental 0-200 engine a new fishyberglass cowling in place of the worn aluminum cowling and Air-Tech fabshyric and paint He matched the purshyple to his minds eye from 1940 and was helped by a picture of an early Culver Cadet on a vintage Wings Cigarette pack collectors card Addishytionally a new panel accommodated a few extra instruments including a rate-of-climb indicator and manishyfold pressure gauge A new Cleveland brake system was also installed

ReIraata6le Gear Serial No 102 has some quirky opshy

erating characteristics which Trimshyble attributes to its being hand-built and there are a lot of things on it that really dont work as well as the later

production models One such exshyample entails the art of manual gear retraction and extension which reshyquires two hands That necessitates gripping the control stick between the knees because the spirited little airplane being pitch sensitive with its light stick pressure quickly disshyplays its unstable tendency as soon as its pilot lets go of the stick Seeshythrough panels in the floorboard proshyvide a handy visual check to confirm the gear position-but apparently thats the only easy part

You trim the plane carefully beshyfore you begin the process but you end up flying all over the sky while you re pulling the gear up laughs Trimble First you pull up on the gear lock move the wheel and then put the lock over to the first notch Its a ratchet system and the gear comes up one notch at a time You have to keep pulling the wheel hard-it takes both handsshyuntil you get to the last notch Then you have to jerk on it but it finally works Now when you want to get the gear down you have to unload the ratchet by pulling as hard as you can on that wheel At the same time you pull up on the gear lock and put

VINTAGE A I RP L A N E 17

Rear view of Trimbles 1940 Culver Dart Model LCA between the horizontal stabilizer and elevator

it over to the free position Then the weight of the gear dropping will jerk the wheel out of your hand so you have to grab the wheel again quickly to keep them from slamming down Just as the gear hits bottom you immediately slam the gear lock to the left and try to get the lock pins seated If it doesnt work you just keep trying until it does

In Flight While this Culver offers a chalshy

lenge when it comes to picking up and lowering its feet its climb and cruise rate are quite pleasing to its owner who indicates that it will reach 1000 fpm climb in a hurry Its not uncommon for Trimble to take it up to 10000 feet on a cross-country flight Of course the climb rate is hampered by a full load but he mainshytains that its still a good performer and was so even when it had its origishynal 75-hp Continental

Replace that 75 hp with 100 hp and the tiny Culver really zips through the sky Trimble can easily cruise at 140 mph while burning only 58 gph He says he normally runs around 21shy12 or 22 inches of manifold pressure which is 55-60 percent power and itll show 130 mph If I move it up a little itll show 140 mph

Equally pleasing is the airplanes 1 8 APRIL 2007

surprisingly benign stalling characshyteristics attributed to its leading-edge wing slots which facilitate airflow over the ailerons while flying at high angles of attack It can also be fairly

+porentlg N020949 exemplifiedthe

f~nys odverlising slogan Its Oulver lOr OrDss-Oounfrg

docile when it comes to landing Trimshyble finds that NC20949 responds betshyter to touching down in a three-point attitude as opposed to a wheel landshying If you fly it on and touch the main gear itll jerk hard to the right he says explaining another of its idioshysyncrasies This ones gear is canted slightly to the right so itll jerk hard in that direction and theres no adjustshyment for toe-in But it touches down around 45 mph so its really not a hot airplane on the ground at all

While out flying on an afternoon jaunt one day Trimble discovered NC20949s most surprising perforshymance feature He was flying at 4500 feet over the scenic forested mounshytains just a couple of miles north of Branson when suddenly the little Culver decelerated rapidly The moshytor just died like a heart attack says Trimble shaking his head as he reshylives the moment and I thought uh oh Im in trouble here The airport was on the south side of town and a divided road went right through the town I decided to head to the airport and if I had to Id take one lane of that road I glided all the way across Branson and I couldnt believe the glide ratio that airplane had

Trimble who has experienced a total of six engine failures while hes been pilot-in-command reshymained calm as he and the Culver flew silently over Branson Amazshyingly enough by the time he crossed the center of the airport he still had 1200 feet of altitude I turned left downwind for runway 29 but that was a little bit downwind so I glided on around the airport and entered the downwind for runway 11 So I turned into the pattern and as I was going downwind another airplane came in behind me and I said Culshy

An efficient design allows the Culver to slice cleanly through the air The racy little Culver Model LCA created quite a senshysation among pilots when it was first introduced in 1940

ver 949 turning base with the engine out I touched the numbers when I landed and stopped in the middle of the runway-and Im not bragging because Im not that skillful a pilot I was just lucky to have enough altishytude That other guy came in and saw me and said You werent kidding were you I said No the engine was out and had been for a while That was an interesting ride That was one of the most impressive things about the airplane to me was how far I got with a dead engine

Orott-Oountrl Apparently NC20949 exemplishy

fied the companys advertising sloshygan li lts Culver for Cross-Country on at least one historic flight Trimshyble cites newspaper accounts that credit his Culver with a record-setshyting flight more than six decades ago and hes adorned the Culvers fuseshylage with a tribute to that event On June 5 1940 this airplane was flown from Columbus OH to Santa Monica CA in the daylight hours of one day thereby es tablishing a cross country reshycord for light aircraft that still stands today Total flying time was 1640

Refueling stops were made at Tulsa OK and Winslow AZ Total fuel cost was $1548

Trimble admits that he s pondershying the possibility of duplicating that flight but remains noncommitshytal Im 75 years old now maybe Jll wait until I m 80 he says with a lingering smile Elaborating upon the feasibility of such a flight he reflects that june 5th is close to the longest day of the year and you gain two hours going west from Ohio to California A high-pressure system might give you tail winds along the way But I think (on that record flight) the pilot must have put a fuel tank in the passenger seat because he went from Columbus to Tulsa Thats 750 miles and beyond its normal range And from Tulsa to Winslow is 800 miles

As for the pilot who made that reshycord flight Trimble says I undershystand that it was Pop johnson the same pilot who flew this as a factory demonstrator After flying this airshyplane as many hours as he did he knew where this plane fell short and tried to correct those things in the Swift design So this particular airshy

plane was forerunner of the very first prewar Swift (the 1941 Globe GC-1 NX17688) just look at a Swift and youll see the similarities

AIlinifllOr Oulvers Even with its quirky operating

characteristics-or maybe because of them-Trimble has a fondness for Seshyrial No 102 But thats not the only Culver he keeps in his hangar Nesshytled between Wacos a Fairchild 24 a Grumman Widgeon and various other aircraft in his unique collection are a 1938 Culver Dart GK and a postshywar Culver V (V for Victory) The most recent addition to his fleet is a 1946 Culver V which he describes as li the Superior Satellite which is the last mutation of the Culver v (Supeshyrior Aircraft Co of Wichita Kansas is the type certificate holder)

Trimble delights in flying his airshycraft on a regular basis and is rather partial to his Culver models So pershyhaps one day soon when he s flyshying NC20949 there will be another young boy who will be inspired by the sight of a small purple Culver dashing through the sky just as he was many years ago

VINTAGE AIRPLANE 19

THE CURTISS MODEL J The beginning of the famous Curtiss] series

The Model J was actually designed by B Douglas Thomas an Engshylishman Thomas was originally

an employee of the Avro Co and then of the Sopwith Aviation Co Ltd

Thomas encounter with Glenn Curshytiss during Curtiss 1913 visit to Sopshywith eventually led to his designing the Model] in a tent set up in Thomas yard during the winter of 1913-14 Thomas had apparently followed Curtis s through the Sopwith shop during his visit but he was reputedly too shy to speak to him Conversation between the two occurred only after a second chance encounter with Curtiss at a Lonshydon shop during a downpour on that same day Thomas then accompanied Curtiss on a trip to Paris where CurtiSS suggested that Thomas design an airshycraft after resigning from Sopwith

Early in 1914 Thomas sent his deshysign inclusive of a stress analysis and a list of materials to Curtiss at Hammondshysport (a surviving original drawing for

20 APRIL2007

BY WESLEY SMITH

the Model J is dated 12 March 1914) Curtiss then apparently demanded that Thomas come to America to oversee the design by way of a terse telegram that simply stated Come over

As originally built the Model J was a two-bay tractor biplane with equalshyspan wings of a 30-foot spread and aishylerons on both the upper and lower wings It was ready for testing by 12 April 1914 (it had possibly been under construction even before Thomas arshyrival in the United States) The exact seshyquence of events is somewhat difficult to determine but the aircraft was apshyparently built at the Hammondsport New York factory before being moved to Lake Keuka for assembly and initial flight testing A photo of the Model J with a large communal cockpit exists that shows the aircraft fitted out as a hydroaeroplane (that is a seaplane or floatplane) This same photo shows that the original 30-foot span wings with aishylerons in all four positions were used

The original tailskid was also fitted it was a lengthy affair that gave the airshycraft a rather ungainly stance

While its uncertain it does seem that the Model J was first tested as a hyshydro before removing the large central float (and wingtip floats) and fitting a wheeled undercarriage The photo that appears in Vintage Airplane may have been taken at this juncture before reshyverting to floats for a second time (see below) At some pOint the side of the fuselage was emblazoned with the name CURTISS in large lettering By the time the aircraft was converted to a landplane the large communal cockpit had been divided into two individual cockpits for the pilot (rear) and obshyserver (front) The contention for the Model J first being flown as a hydro is supported by the notion that it was an untested machine and that the landing field at Lake Keuka was much shorter than the lake It would make perfect sense to first test the machine in this

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

Rear view of Trimbles 1940 Culver Dart Model LCA between the horizontal stabilizer and elevator

it over to the free position Then the weight of the gear dropping will jerk the wheel out of your hand so you have to grab the wheel again quickly to keep them from slamming down Just as the gear hits bottom you immediately slam the gear lock to the left and try to get the lock pins seated If it doesnt work you just keep trying until it does

In Flight While this Culver offers a chalshy

lenge when it comes to picking up and lowering its feet its climb and cruise rate are quite pleasing to its owner who indicates that it will reach 1000 fpm climb in a hurry Its not uncommon for Trimble to take it up to 10000 feet on a cross-country flight Of course the climb rate is hampered by a full load but he mainshytains that its still a good performer and was so even when it had its origishynal 75-hp Continental

Replace that 75 hp with 100 hp and the tiny Culver really zips through the sky Trimble can easily cruise at 140 mph while burning only 58 gph He says he normally runs around 21shy12 or 22 inches of manifold pressure which is 55-60 percent power and itll show 130 mph If I move it up a little itll show 140 mph

Equally pleasing is the airplanes 1 8 APRIL 2007

surprisingly benign stalling characshyteristics attributed to its leading-edge wing slots which facilitate airflow over the ailerons while flying at high angles of attack It can also be fairly

+porentlg N020949 exemplifiedthe

f~nys odverlising slogan Its Oulver lOr OrDss-Oounfrg

docile when it comes to landing Trimshyble finds that NC20949 responds betshyter to touching down in a three-point attitude as opposed to a wheel landshying If you fly it on and touch the main gear itll jerk hard to the right he says explaining another of its idioshysyncrasies This ones gear is canted slightly to the right so itll jerk hard in that direction and theres no adjustshyment for toe-in But it touches down around 45 mph so its really not a hot airplane on the ground at all

While out flying on an afternoon jaunt one day Trimble discovered NC20949s most surprising perforshymance feature He was flying at 4500 feet over the scenic forested mounshytains just a couple of miles north of Branson when suddenly the little Culver decelerated rapidly The moshytor just died like a heart attack says Trimble shaking his head as he reshylives the moment and I thought uh oh Im in trouble here The airport was on the south side of town and a divided road went right through the town I decided to head to the airport and if I had to Id take one lane of that road I glided all the way across Branson and I couldnt believe the glide ratio that airplane had

Trimble who has experienced a total of six engine failures while hes been pilot-in-command reshymained calm as he and the Culver flew silently over Branson Amazshyingly enough by the time he crossed the center of the airport he still had 1200 feet of altitude I turned left downwind for runway 29 but that was a little bit downwind so I glided on around the airport and entered the downwind for runway 11 So I turned into the pattern and as I was going downwind another airplane came in behind me and I said Culshy

An efficient design allows the Culver to slice cleanly through the air The racy little Culver Model LCA created quite a senshysation among pilots when it was first introduced in 1940

ver 949 turning base with the engine out I touched the numbers when I landed and stopped in the middle of the runway-and Im not bragging because Im not that skillful a pilot I was just lucky to have enough altishytude That other guy came in and saw me and said You werent kidding were you I said No the engine was out and had been for a while That was an interesting ride That was one of the most impressive things about the airplane to me was how far I got with a dead engine

Orott-Oountrl Apparently NC20949 exemplishy

fied the companys advertising sloshygan li lts Culver for Cross-Country on at least one historic flight Trimshyble cites newspaper accounts that credit his Culver with a record-setshyting flight more than six decades ago and hes adorned the Culvers fuseshylage with a tribute to that event On June 5 1940 this airplane was flown from Columbus OH to Santa Monica CA in the daylight hours of one day thereby es tablishing a cross country reshycord for light aircraft that still stands today Total flying time was 1640

Refueling stops were made at Tulsa OK and Winslow AZ Total fuel cost was $1548

Trimble admits that he s pondershying the possibility of duplicating that flight but remains noncommitshytal Im 75 years old now maybe Jll wait until I m 80 he says with a lingering smile Elaborating upon the feasibility of such a flight he reflects that june 5th is close to the longest day of the year and you gain two hours going west from Ohio to California A high-pressure system might give you tail winds along the way But I think (on that record flight) the pilot must have put a fuel tank in the passenger seat because he went from Columbus to Tulsa Thats 750 miles and beyond its normal range And from Tulsa to Winslow is 800 miles

As for the pilot who made that reshycord flight Trimble says I undershystand that it was Pop johnson the same pilot who flew this as a factory demonstrator After flying this airshyplane as many hours as he did he knew where this plane fell short and tried to correct those things in the Swift design So this particular airshy

plane was forerunner of the very first prewar Swift (the 1941 Globe GC-1 NX17688) just look at a Swift and youll see the similarities

AIlinifllOr Oulvers Even with its quirky operating

characteristics-or maybe because of them-Trimble has a fondness for Seshyrial No 102 But thats not the only Culver he keeps in his hangar Nesshytled between Wacos a Fairchild 24 a Grumman Widgeon and various other aircraft in his unique collection are a 1938 Culver Dart GK and a postshywar Culver V (V for Victory) The most recent addition to his fleet is a 1946 Culver V which he describes as li the Superior Satellite which is the last mutation of the Culver v (Supeshyrior Aircraft Co of Wichita Kansas is the type certificate holder)

Trimble delights in flying his airshycraft on a regular basis and is rather partial to his Culver models So pershyhaps one day soon when he s flyshying NC20949 there will be another young boy who will be inspired by the sight of a small purple Culver dashing through the sky just as he was many years ago

VINTAGE AIRPLANE 19

THE CURTISS MODEL J The beginning of the famous Curtiss] series

The Model J was actually designed by B Douglas Thomas an Engshylishman Thomas was originally

an employee of the Avro Co and then of the Sopwith Aviation Co Ltd

Thomas encounter with Glenn Curshytiss during Curtiss 1913 visit to Sopshywith eventually led to his designing the Model] in a tent set up in Thomas yard during the winter of 1913-14 Thomas had apparently followed Curtis s through the Sopwith shop during his visit but he was reputedly too shy to speak to him Conversation between the two occurred only after a second chance encounter with Curtiss at a Lonshydon shop during a downpour on that same day Thomas then accompanied Curtiss on a trip to Paris where CurtiSS suggested that Thomas design an airshycraft after resigning from Sopwith

Early in 1914 Thomas sent his deshysign inclusive of a stress analysis and a list of materials to Curtiss at Hammondshysport (a surviving original drawing for

20 APRIL2007

BY WESLEY SMITH

the Model J is dated 12 March 1914) Curtiss then apparently demanded that Thomas come to America to oversee the design by way of a terse telegram that simply stated Come over

As originally built the Model J was a two-bay tractor biplane with equalshyspan wings of a 30-foot spread and aishylerons on both the upper and lower wings It was ready for testing by 12 April 1914 (it had possibly been under construction even before Thomas arshyrival in the United States) The exact seshyquence of events is somewhat difficult to determine but the aircraft was apshyparently built at the Hammondsport New York factory before being moved to Lake Keuka for assembly and initial flight testing A photo of the Model J with a large communal cockpit exists that shows the aircraft fitted out as a hydroaeroplane (that is a seaplane or floatplane) This same photo shows that the original 30-foot span wings with aishylerons in all four positions were used

The original tailskid was also fitted it was a lengthy affair that gave the airshycraft a rather ungainly stance

While its uncertain it does seem that the Model J was first tested as a hyshydro before removing the large central float (and wingtip floats) and fitting a wheeled undercarriage The photo that appears in Vintage Airplane may have been taken at this juncture before reshyverting to floats for a second time (see below) At some pOint the side of the fuselage was emblazoned with the name CURTISS in large lettering By the time the aircraft was converted to a landplane the large communal cockpit had been divided into two individual cockpits for the pilot (rear) and obshyserver (front) The contention for the Model J first being flown as a hydro is supported by the notion that it was an untested machine and that the landing field at Lake Keuka was much shorter than the lake It would make perfect sense to first test the machine in this

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

An efficient design allows the Culver to slice cleanly through the air The racy little Culver Model LCA created quite a senshysation among pilots when it was first introduced in 1940

ver 949 turning base with the engine out I touched the numbers when I landed and stopped in the middle of the runway-and Im not bragging because Im not that skillful a pilot I was just lucky to have enough altishytude That other guy came in and saw me and said You werent kidding were you I said No the engine was out and had been for a while That was an interesting ride That was one of the most impressive things about the airplane to me was how far I got with a dead engine

Orott-Oountrl Apparently NC20949 exemplishy

fied the companys advertising sloshygan li lts Culver for Cross-Country on at least one historic flight Trimshyble cites newspaper accounts that credit his Culver with a record-setshyting flight more than six decades ago and hes adorned the Culvers fuseshylage with a tribute to that event On June 5 1940 this airplane was flown from Columbus OH to Santa Monica CA in the daylight hours of one day thereby es tablishing a cross country reshycord for light aircraft that still stands today Total flying time was 1640

Refueling stops were made at Tulsa OK and Winslow AZ Total fuel cost was $1548

Trimble admits that he s pondershying the possibility of duplicating that flight but remains noncommitshytal Im 75 years old now maybe Jll wait until I m 80 he says with a lingering smile Elaborating upon the feasibility of such a flight he reflects that june 5th is close to the longest day of the year and you gain two hours going west from Ohio to California A high-pressure system might give you tail winds along the way But I think (on that record flight) the pilot must have put a fuel tank in the passenger seat because he went from Columbus to Tulsa Thats 750 miles and beyond its normal range And from Tulsa to Winslow is 800 miles

As for the pilot who made that reshycord flight Trimble says I undershystand that it was Pop johnson the same pilot who flew this as a factory demonstrator After flying this airshyplane as many hours as he did he knew where this plane fell short and tried to correct those things in the Swift design So this particular airshy

plane was forerunner of the very first prewar Swift (the 1941 Globe GC-1 NX17688) just look at a Swift and youll see the similarities

AIlinifllOr Oulvers Even with its quirky operating

characteristics-or maybe because of them-Trimble has a fondness for Seshyrial No 102 But thats not the only Culver he keeps in his hangar Nesshytled between Wacos a Fairchild 24 a Grumman Widgeon and various other aircraft in his unique collection are a 1938 Culver Dart GK and a postshywar Culver V (V for Victory) The most recent addition to his fleet is a 1946 Culver V which he describes as li the Superior Satellite which is the last mutation of the Culver v (Supeshyrior Aircraft Co of Wichita Kansas is the type certificate holder)

Trimble delights in flying his airshycraft on a regular basis and is rather partial to his Culver models So pershyhaps one day soon when he s flyshying NC20949 there will be another young boy who will be inspired by the sight of a small purple Culver dashing through the sky just as he was many years ago

VINTAGE AIRPLANE 19

THE CURTISS MODEL J The beginning of the famous Curtiss] series

The Model J was actually designed by B Douglas Thomas an Engshylishman Thomas was originally

an employee of the Avro Co and then of the Sopwith Aviation Co Ltd

Thomas encounter with Glenn Curshytiss during Curtiss 1913 visit to Sopshywith eventually led to his designing the Model] in a tent set up in Thomas yard during the winter of 1913-14 Thomas had apparently followed Curtis s through the Sopwith shop during his visit but he was reputedly too shy to speak to him Conversation between the two occurred only after a second chance encounter with Curtiss at a Lonshydon shop during a downpour on that same day Thomas then accompanied Curtiss on a trip to Paris where CurtiSS suggested that Thomas design an airshycraft after resigning from Sopwith

Early in 1914 Thomas sent his deshysign inclusive of a stress analysis and a list of materials to Curtiss at Hammondshysport (a surviving original drawing for

20 APRIL2007

BY WESLEY SMITH

the Model J is dated 12 March 1914) Curtiss then apparently demanded that Thomas come to America to oversee the design by way of a terse telegram that simply stated Come over

As originally built the Model J was a two-bay tractor biplane with equalshyspan wings of a 30-foot spread and aishylerons on both the upper and lower wings It was ready for testing by 12 April 1914 (it had possibly been under construction even before Thomas arshyrival in the United States) The exact seshyquence of events is somewhat difficult to determine but the aircraft was apshyparently built at the Hammondsport New York factory before being moved to Lake Keuka for assembly and initial flight testing A photo of the Model J with a large communal cockpit exists that shows the aircraft fitted out as a hydroaeroplane (that is a seaplane or floatplane) This same photo shows that the original 30-foot span wings with aishylerons in all four positions were used

The original tailskid was also fitted it was a lengthy affair that gave the airshycraft a rather ungainly stance

While its uncertain it does seem that the Model J was first tested as a hyshydro before removing the large central float (and wingtip floats) and fitting a wheeled undercarriage The photo that appears in Vintage Airplane may have been taken at this juncture before reshyverting to floats for a second time (see below) At some pOint the side of the fuselage was emblazoned with the name CURTISS in large lettering By the time the aircraft was converted to a landplane the large communal cockpit had been divided into two individual cockpits for the pilot (rear) and obshyserver (front) The contention for the Model J first being flown as a hydro is supported by the notion that it was an untested machine and that the landing field at Lake Keuka was much shorter than the lake It would make perfect sense to first test the machine in this

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

THE CURTISS MODEL J The beginning of the famous Curtiss] series

The Model J was actually designed by B Douglas Thomas an Engshylishman Thomas was originally

an employee of the Avro Co and then of the Sopwith Aviation Co Ltd

Thomas encounter with Glenn Curshytiss during Curtiss 1913 visit to Sopshywith eventually led to his designing the Model] in a tent set up in Thomas yard during the winter of 1913-14 Thomas had apparently followed Curtis s through the Sopwith shop during his visit but he was reputedly too shy to speak to him Conversation between the two occurred only after a second chance encounter with Curtiss at a Lonshydon shop during a downpour on that same day Thomas then accompanied Curtiss on a trip to Paris where CurtiSS suggested that Thomas design an airshycraft after resigning from Sopwith

Early in 1914 Thomas sent his deshysign inclusive of a stress analysis and a list of materials to Curtiss at Hammondshysport (a surviving original drawing for

20 APRIL2007

BY WESLEY SMITH

the Model J is dated 12 March 1914) Curtiss then apparently demanded that Thomas come to America to oversee the design by way of a terse telegram that simply stated Come over

As originally built the Model J was a two-bay tractor biplane with equalshyspan wings of a 30-foot spread and aishylerons on both the upper and lower wings It was ready for testing by 12 April 1914 (it had possibly been under construction even before Thomas arshyrival in the United States) The exact seshyquence of events is somewhat difficult to determine but the aircraft was apshyparently built at the Hammondsport New York factory before being moved to Lake Keuka for assembly and initial flight testing A photo of the Model J with a large communal cockpit exists that shows the aircraft fitted out as a hydroaeroplane (that is a seaplane or floatplane) This same photo shows that the original 30-foot span wings with aishylerons in all four positions were used

The original tailskid was also fitted it was a lengthy affair that gave the airshycraft a rather ungainly stance

While its uncertain it does seem that the Model J was first tested as a hyshydro before removing the large central float (and wingtip floats) and fitting a wheeled undercarriage The photo that appears in Vintage Airplane may have been taken at this juncture before reshyverting to floats for a second time (see below) At some pOint the side of the fuselage was emblazoned with the name CURTISS in large lettering By the time the aircraft was converted to a landplane the large communal cockpit had been divided into two individual cockpits for the pilot (rear) and obshyserver (front) The contention for the Model J first being flown as a hydro is supported by the notion that it was an untested machine and that the landing field at Lake Keuka was much shorter than the lake It would make perfect sense to first test the machine in this

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

manner gradually increasing the flight lengths Curtiss is known to have tested aircraft as hydros on the lake or on the ice of Lake Keuka before testshying them as genuine land-based aircraft (the prototype Model R for instance was flown from the ice with a convenshytional-wheeled undercarriage)

At any rate the span of the upper wing was increased to 40 feet 2 inches before the aircraft was converted back into a hydroaeroplane with a large censhytral float and wingtip outrigger floats on the lower wings On the revised wings the ailerons were deleted from the lower wings and king posts were added to the dorsal side of the upper wing above the outer interplane struts to allow for bracshying wires to reinforce the upper wing extensions It is somewhat curious that the fuselage legend was now removed the aircraft reverting to natural fabric with the light color extending onto the duraluminum cowling (If this was not the case then the original 30-foot span wings must have been reinstalled before the Model J was tested with wheels) In some photos a Curtiss Model F flying boat is seen accompanying the Model J hydro over Lake Keuka apparently actshying in the role of a modern-day chase plane Following this the aircraft was eventually converted back to its landshyplane configuration retaining the reshyvised wing planform The chord of both wings was 5 feet the ailerons of the exshytended upper wing Model J measuring 10 feet in overall span by a maximum 2-foot chord (the ailerons were inversely tapered toward the wingtips) The span and chord of the ailerons fitted to the 30-foot wing appears to have been 7 feet by 2 feet Length of the Model J was 26 feet 4 inches in its land plane form The weight was 1075 pounds (empty) and the maximum loaded weight was 1345 pounds (1635 pounds according to one source but this may possibly reshyfer to the hydro version)

Only two Model ]S were built They were both sold to the US Army Signal Corps The first as Sc No 29 unshyder Signal Corps Order No 653 (dated 30 April 1914 Contract No 627) Sc No 29 apparently the rebuilt protoshytype was delivered to North Island at San Diego California on 24 June 1914

for $6500 ($6725 fob to San Diego) This was approximately one month later than the planned delivery date and another source (Louis S Casey in Curtiss The Hammondsport Era 1907shy

1915 pg 177) claims the delivery date was 28 July 1914 Following its arrival Sc No 29 was assembled by Lt Lewis Goodier JL and Sgt Ocker pending the arrival of Curtiss pilot (and agent) Raymond V Morris Sgt Winter also participated in the Model Js assembly installing the 90-hp Curtiss OX V-8 enshygine on the airframe The OX was of course an evolution of the earlier 75-hp Curtiss Model O

THIS CAUSED THE

AIRCRAFT TO SPIRAL

FARTHER AND

FARTHER OUT TO

SEA TAKING HIS

CHANCE GOODIER

THROTTLED THE

ENGINE BACK

AND TIMED HIS

LANDING TO

COINCIDE WITH

CROSSING

NORTH ISLAND

By the time No 29 was reassembled the airframe was conSiderably different from its original form The new loushyvered cowling (containing nine vertishycal louvers) extended as far back as the firewall Curtiss yoke-type aileron conshytrols (standard Curtiss controls at this time consisted of shoulder-yoke-opershyated ailerons and a centralized wheel that operated the elevators and vertishycal rudder) were now installed in both cockpits the cockpit cutouts were deepshyened somewhat and the rear fuselage

decking was raised and rounded off A thick corduroy padding was added to the edges of the cockpit coaming at some point The undercarriage was also revised with six struts instead of four supporting the lengthened main landshying gear The wheels and tires were also increased in size (the tires were posshySibly 26 inches by 5 inches) and the rear tailskid was shortened and reinshyforced with side-bracing struts The prominent nose-over skids attached to the main landing gear struts were now shortened and the revised cowlshying was painted a dark color that exshytended onto the dorsal cockpit decking as far aft as the rear cockpit

Sc No 30 ordered under Signal Corps Order No 916 (dated 16 June 1914 Contract No 634) was finally shipped sometime after 27 June arrivshying at North Island in early August Sc No 30 differed from No 29 in that it had no instrument board but it was otherwise nearly identical to No 29 However the undercarriage of No 30 was slightly different with the main wheels being moved roughly 6 inches aft of their location on No 29 The adshyditional tailskid bracing used on No 29 was deleted however No 30 also had a dark color applied to the cowling and cockpit decking as far aft as the rear cockpit as did No 29

Shortly after arriving at North Island the First Aero Squadron was formed in September 1914 At that time it conshysisted of the two Model]s and four Burshygess Model H tractor biplanes At about the same time the Model J made its first detailed appearance in the aeroshynautical periodicals of the day A deshytailed description (and photo) of the prototype appeared in the 15 September 1914 issue of Aeronautics (NY V 15 N 5 Curtiss Model J Tractor Biplane pg 69) Eleven days later on 26 Septemshyber 1914 one of the Model js appeared on the cover of Aero and Hydro (V 8 N 26) with the caption Bringing Amershyica again to the fore The splendid new Curtiss Military Tractor Biplane which with 2 people up and 5 hours of fuel has a speed range of 86 - 41 12 miles per hOUL An additional photo of the Model J appeared in Flying (V 3 N 9 Ocshytober 1914 pg 266) The caption incor-

VINTAGE AIRPLANE 21

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

AERO CLASSIC COLLECTOR SERIES

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were and in the 40 s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these ti res 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 tires in the world Contact us with

~ Tel ePhone 800-247-8473 or

DESSERlfi 323-721-4900 FAX 323-721-7888

6900 Acco St Montebello CA 90640 IRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106

wwwdessercom

VINTAGE AIRPLANE 27

GET THE SKILLS TO GET IT BUILT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

APRil 13-15

APRil 14-15

APRil 14-15

wy 5-6

wy 5-6

wy 18-20

JUNE 8-10

JUNE 9-10

JUNE 23-24

GRIFFIN GA nGWelding

FREDERICK MD bull RV Assemb~

DETROIT MI bull Composite Construction bull Bedricol Wirin~Avionits bull Introduction to Aircroh Building bull Basic tMetal

OSHKOSH WI bull RV Assemb~

ARUNGTON WA bull RV Assem~

GRIFFIN GA nG Welding

ARLINGTON WA bull Repairman ([SA) Inspection-Airplane

WATSONVILLE CA bull RV Assemb~

FREDERICK MD bull Fobric Covering

VISIT WWWSPORTAIRCOM OR CALL 1-800-967-S746 FOR DETAILS

EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwpolyftbercom wwwalrcrafU prucecom

---~---

28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

rectly gives the span of the upper wing as 42 feet 2 inches but correctly lists the lower wingspan as 30 feet The text goes on to mention an endurance of four hours and gives the rate of climb as 4000 feet in 105 minutes

Indeed the in-depth Aeronautics arshyticle does give somewhat different pershyformance figures for the Model J in addition to giving data of the Model J-2 single-place tractor biplane version of the Model J which was never built The speed range given for the Model J in the Aeronautics article is stated to be 40shy90 mph The Model OX engine horseshypower is also listed as 90-100 hp By thi s time Goodier had been able to climb No 30 in a lightly loaded condishytion to 1000 feet in one minute and 2000 feet in six minutes This was folshylowed up by Capt H LeRoy Muller who set an American altitude record with No 30 on 8 October climbing to 1000 feet in one minute reaching 4000 feet in six minutes and continuing on to 17441 fee t in 107 minutes (16790 feet according to Aero Club of Amershyica records) During the record climb Muller was forced to reach forward from the observers seat and manually lean the carburetor at 12500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modshyern carburetors) Muller also had to conshytend with extreme turbulence between 16000 feet and 17000 feet During the flight Muller burned 145 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 591 gph) A nice photo of No 30 appears in the pages of Aircraft (V 5 N 9 November 1914 pg 381) The caption states that it depicts No 30 at North Island as it apshypeared when flown by Muller during his record-setting flight

The gross wing area of the Model J was about 50 square feet higher with the 40-foot 2-inch upper wing (approxshyimately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings The dimenshysions of the overbalanced vertical rudshyder was 30 inches high by 36 inches wide or about 75 square feet in area The area of the horizontal stabilizers is given as 30 square feet and the elshyevators are listed in the Aeronautics 22 APRIL 2007

article as having an area of 16 square feet The Aeronautics text also gives a fuselage maximum width of 26 inches with a maximum height of 35 inches The laminated ash and spruce engine mounts (support beams) for the OX engine are stated to measure 2 inches by 3 inches and the firewall is stated to have been made of 332-inch steel A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given The price fob is listed as $7500 conSiderably more ($775) than the US Army paid for its two mashychines unless this is a misprint

By an odd coincidence the publicashytion of the issue of Aero and Hydro that sported the Model J on its cover was dated as the same day (26 September) that Goodier had a rather unfortunate experience with No 29 Taking off alone from North Island a turnbuckle that had not been safetied unscrewed itself which then jammed the control wheel and forced the vertical rudder into a hard over position This caused the aircraft to spiral farther and farther out to sea Taking his chance Goodier throttled the engine back and timed his landing to coincide with crossshying North Island Luckily Goodier was not injured in the resultant nose-over landing only the undercarriage and propeller suffered damage However the tribulations of the Model J were only just beginning

On 21 December 1914 both Model js the Burgess Model Hs and a Marshytin IT of the First Aero Squadron beshygan their flights to compete for the Mackay Trophy intending to fly from North Island to Los Angeles Unforshytunately conditions were not terribly good for cross-country flying and only one Burgess Model H completed the planned flight Flying No 30 Lts Carshyberry and Christie were forced down with a broken fuel line at Pacific Beach It was repaired but the aircraft was forced down again with an engine malshyfunction at Oceanside covering only about 40 miles before being forced to give up No 29 flown by Muller and Lt Frederick J Gerstner proceeded along the same route but encountered severe turbulence near Encinitas An unconshytrolled sideslip cost them 300 feet of

altitude and another gust forced the aircraft into an uncontrollable vertical dive from which Muller was able to reshycover but not before the aircraft sharply stalled and lost another 1000 feet Muller recovered again but was unable to avoid a partial loop By this time No 29 had suffered damage to the elevashytor control cables some of which had snapped The throttle had also become stuck and following two more semishycontrolled loops which brought them perilously close to the ocean Muller was able to cut the ignition (after kickshying the throttle quadrant loose) and exshyecute a crash-landing causing relatively little damage to the aircraft

After the off-shore emergency landshying Muller was able to pull Gerstshyner from the front cockpit which was now underwater The beach being about Vz mile away Gerstner attempted to swim for help but returned at Mullshyers urging On a second attempt Gershystner became entangled in a growth of kelp and drowned Lts Milling and Patshyterson having been forced down earshylier in their Burgess Model H (Sc No 24) witnessed the ordeal of No 29 and sprung into action Patterson was able to hitch a ride to San Onofre and two boats were sent to rescue Muller sucshycessfully completing the task an hour and quarter later One boat attempted to salvage No 29 but was unsuccessful By this time the torpedo boat destroyer USS Truxtun had been dispatched to rescue No 29 and the pilots When it arrived the Truxtun attempted to save No 29 but it was unable to do more than save the engine the rest of the airshycraft being a write-off after six hours in heavy seas

Following the loss of No 29 No 30 continued to be flown throughshyout 1915 On 8 February Lt Thomas S Bowen severely damaged No 30 in an accident in which he lost control and the aircraft completely turned over Bowen was apparently unharmed and No 30 was repaired Later in the year Lt BQ Jones began using the Model J for aerobatic experiments and on 8 June Lt Morrow flew No 30 over the Panama-Pacific International Exposhysition at night An additional $2790 worth of spares was purchased for No

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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 40 s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these ti res 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 tires in the world Contact us with

~ Tel ePhone 800-247-8473 or

DESSERlfi 323-721-4900 FAX 323-721-7888

6900 Acco St Montebello CA 90640 IRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106

wwwdessercom

VINTAGE AIRPLANE 27

GET THE SKILLS TO GET IT BUILT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

APRil 13-15

APRil 14-15

APRil 14-15

wy 5-6

wy 5-6

wy 18-20

JUNE 8-10

JUNE 9-10

JUNE 23-24

GRIFFIN GA nGWelding

FREDERICK MD bull RV Assemb~

DETROIT MI bull Composite Construction bull Bedricol Wirin~Avionits bull Introduction to Aircroh Building bull Basic tMetal

OSHKOSH WI bull RV Assemb~

ARUNGTON WA bull RV Assem~

GRIFFIN GA nG Welding

ARLINGTON WA bull Repairman ([SA) Inspection-Airplane

WATSONVILLE CA bull RV Assemb~

FREDERICK MD bull Fobric Covering

VISIT WWWSPORTAIRCOM OR CALL 1-800-967-S746 FOR DETAILS

EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwpolyftbercom wwwalrcrafU prucecom

---~---

28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

3D and on 1 July the aircraft was reshyturned to service in fully refurbished condition Late in its service No 30s undercarriage was again modified the nose-over skids being removed from the main landing gear struts

No 30s career came to an end on 11 October 1915 when Lt WR Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay Taliashyferros body was recovered and durshying World War I a training field was named after him in Texas It was the end of the line for the Model J but not for the subsequent Curtiss aircraft designs on which it was based

Curtiss pursued the Model J design which evolved into the Model N-8 and finally the ModelJN-2 which was used in quantity (eight total) by the First Aero Squadron in Mexico Curshytiss IN-3s and R-2s were also used as part of Gen John] Pershings Mexican Expeditionary Force (MEF) in the atshytempt to rout Pancho Villas raids into the United States The design evolved into the IN-2 through the IN-3 the IN-46 series UN-4 ABCCanDH HBHG-l2D6H6-HG-l2D-2 and Twin IN) the beloved Jenny and the OX series of engines (OXOX-23s and OXX-6) The successor designs of the Model J flew on for many years with some still flying today The US Navy and US Marine Corps were also not strangers to the IN series operating the IN-4BH6HHG-l series (postwar as the JNS-l) and the N-9H series of floatplanes that were strongly based on the Jenny The US Navy also opshyerated two Twin JNs as floatplanes as AH-64 (later A-93) and A-198 A US National Archives listing of early US Navy types supplied by the noted nashyval aviation historian Hal Andrews confirms this fact

There is debate as to whether aJN-1 IN-1S or IN-lW existed or not My reshysearch indicates there could have been such an animal apparently intended for sale to Spain However the evishydence for this is anecdotal at best To my knowledge no extant company reshycords or other official records mention a Model IN or IN-l That said photoshy

graphs do exist of the Model J hydro or IN type which show a three-blade propeller and other slight differences compared to the known Model J hyshydro photos Further evidence can be found in the pages of Aerial Age Weekly (V 1 N 2 March 29 1915 Foreign Aeronautical News Spain pg 41) In the weekly column written by Robert Pkyum and Ladislas dOrcy mention is made of negotiations for the possishyble purchase of 12 Curtiss machines with OX engines six being fitted with wheeled undercarriages and six with floats Other uses of the designation IN-l particularly those with reference to use by the US Navy and US Army are apocryphal Early IN-4s operated by the US Navy were serialed A-ls7 to A-1s9 UN-4B OXX engine) and Ashy388 to A-389 UN-4 OX-2 engine) all five aircraft entered service in 1917

Incidentally my late father Jack Smith learned to fly in a IN-4D during the mid-1930s It is perhaps a bit humshybling to think that it all began in late 1913 with a somewhat introverted Engshy

lish aircraft designer and an extroverted American businessman

Serious students of the Jenny and other early Curtiss aircraft are referred to the excellent series of books (seven total volumes) written by Robert B Casari titled Encyclopedia of us Milishytary Aircraft 1908 to April 6 1917 (four volumes) And Encyclopedia of us Military Aircraft The World War 1 Proshyduction Program (three volumes) Unshyfortunately these titles are long out of print nevertheless a great deal of the information in this article is derived from volume three of the first series (Subtitled Curtiss I N IN-2 IN-3 and N-8) Other quality books that contain information about the Curtiss Model J (and subsequent Curtiss types) are Curshytiss Aircraft 1907-1947 by the late great Peter M Bowers and Curtiss The Hamshymondsport Era 1907-1915 by Louis S Casey a former curator at the National Air and Space Museum The Bowers book inCidentally also contains a nice three-view drawing of the Model J in its late 1914 incarnation

VINTAGE AIRPLANE 23

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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 40 s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these ti res 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 tires in the world Contact us with

~ Tel ePhone 800-247-8473 or

DESSERlfi 323-721-4900 FAX 323-721-7888

6900 Acco St Montebello CA 90640 IRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106

wwwdessercom

VINTAGE AIRPLANE 27

GET THE SKILLS TO GET IT BUILT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

APRil 13-15

APRil 14-15

APRil 14-15

wy 5-6

wy 5-6

wy 18-20

JUNE 8-10

JUNE 9-10

JUNE 23-24

GRIFFIN GA nGWelding

FREDERICK MD bull RV Assemb~

DETROIT MI bull Composite Construction bull Bedricol Wirin~Avionits bull Introduction to Aircroh Building bull Basic tMetal

OSHKOSH WI bull RV Assemb~

ARUNGTON WA bull RV Assem~

GRIFFIN GA nG Welding

ARLINGTON WA bull Repairman ([SA) Inspection-Airplane

WATSONVILLE CA bull RV Assemb~

FREDERICK MD bull Fobric Covering

VISIT WWWSPORTAIRCOM OR CALL 1-800-967-S746 FOR DETAILS

EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwpolyftbercom wwwalrcrafU prucecom

---~---

28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

y ~n I ipIanft -

~

Finally snow Real snow1 ~

~ 01 ~ r BY R IC R EYNOLDS AND HG F RAUTSCHY -gtlt ~

to ~J ~~ More than 200 people braved the wintry Wisconsin In one of EAAs Pioneer Airport han~ars Johgtt)ut fast- -

~ weather for EAAs Skiplane Fly-In Saturday Jan4arY 27 af moving lirtes formed for piIiri1thot chli a~laquo(horreinad~c ~ Pioneer Airport in Oshkosh Cl~e totWOf(ne~ ilirplanes chicken soup F9 r desserf) yo~ ~ould have a pi(e oj-~f ranging from Cubs and ces s Fla sr~~~k~Wior~and birthday ~aJe)it honor of ~di~y Poberezny who~wa s

celeb~ti ~g lt1fl Qther 13 9th 9t~htay 139 and l1old1ng J Kitfox arrived from throughou~lhe~if~Dd away as Michigan and Illinois snow skiplane fl y-in dates ~we

of crystal1ine dry sn0Wto slide Several wheeled aircr~ft flew N~Ml~m-

to the west prevented but not the ground the ramp in fro~t of Pionp~r Lodge lots with otheJS access road past Fergus

~~ ~ ~ ~ -~- - - she saitl (shy i - ~ij ot Ri~llt~ Kluver londiin~~A~edrom Belvidei~ ~- bull - middot middot W~ ~ ry

with his Ces~a ~ t~-alon warmer day~~ ~ith floats IIf I~-d)-~~l~~V~h~ritwater or so~

I ancC ~O-

Above Bill Webers LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjplale event Bill hails from Rockford Illinois

~ rt Audrey Pobereznys birthday falls within a couple itClays of skiplane fly-in so its a handy excuse for a winter party

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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 40 s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these ti res 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 tires in the world Contact us with

~ Tel ePhone 800-247-8473 or

DESSERlfi 323-721-4900 FAX 323-721-7888

6900 Acco St Montebello CA 90640 IRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106

wwwdessercom

VINTAGE AIRPLANE 27

GET THE SKILLS TO GET IT BUILT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

APRil 13-15

APRil 14-15

APRil 14-15

wy 5-6

wy 5-6

wy 18-20

JUNE 8-10

JUNE 9-10

JUNE 23-24

GRIFFIN GA nGWelding

FREDERICK MD bull RV Assemb~

DETROIT MI bull Composite Construction bull Bedricol Wirin~Avionits bull Introduction to Aircroh Building bull Basic tMetal

OSHKOSH WI bull RV Assemb~

ARUNGTON WA bull RV Assem~

GRIFFIN GA nG Welding

ARLINGTON WA bull Repairman ([SA) Inspection-Airplane

WATSONVILLE CA bull RV Assemb~

FREDERICK MD bull Fobric Covering

VISIT WWWSPORTAIRCOM OR CALL 1-800-967-S746 FOR DETAILS

EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwpolyftbercom wwwalrcrafU prucecom

---~---

28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

Above An 9verview of the parking area shows a nice mix of Cessnas Aeroncas Pipers and at least one homebuilt (its

AV~---Io the yelloW SuperCuby) among the nearly two dozen airplanes flown in t~ EMsSkiplanfi-Fly-ln

I I~ L I r

~ ~ I I

HG FRAUTSCHY

Gary Conger flew his Lycomingshypowered Aeronca Sedan down from Green Bay The airplane was restored in Connecticut by Mike Milligan and Garys addition of the retractable wheel skis hcMI proven handy

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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 40 s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these ti res 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 tires in the world Contact us with

~ Tel ePhone 800-247-8473 or

DESSERlfi 323-721-4900 FAX 323-721-7888

6900 Acco St Montebello CA 90640 IRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106

wwwdessercom

VINTAGE AIRPLANE 27

GET THE SKILLS TO GET IT BUILT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

APRil 13-15

APRil 14-15

APRil 14-15

wy 5-6

wy 5-6

wy 18-20

JUNE 8-10

JUNE 9-10

JUNE 23-24

GRIFFIN GA nGWelding

FREDERICK MD bull RV Assemb~

DETROIT MI bull Composite Construction bull Bedricol Wirin~Avionits bull Introduction to Aircroh Building bull Basic tMetal

OSHKOSH WI bull RV Assemb~

ARUNGTON WA bull RV Assem~

GRIFFIN GA nG Welding

ARLINGTON WA bull Repairman ([SA) Inspection-Airplane

WATSONVILLE CA bull RV Assemb~

FREDERICK MD bull Fobric Covering

VISIT WWWSPORTAIRCOM OR CALL 1-800-967-S746 FOR DETAILS

EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwpolyftbercom wwwalrcrafU prucecom

---~---

28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

BY DOUG STEWART

Does that seem weird to you

In last month s article I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington Kentucky Blue taxi to takeoff with nary a pre-takeoff check It was only Grass Airport on August 27 2006 I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident and of th e Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox I am confident that had we our vintage aircraft But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a HAT check (or similar check) to our takeoff we might very well have noticed that prior to takeoff and maintaining a sterile cockpit when there were problems lurking in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots are obvious indications that they will

In the transcripts and tapes released encounter problems For instance the by the NTSB in its investigation of pilot who finds his engine running I expectthe crash which killed 49 of the 50 rough and backfiring during the runshypeople onboard the cockpit voice up may think Oh its probably a recorder showed that the copilot to hear them fouled plug and try to burn it clean James Polehinke who was the lone by adding power and aggressively survivor noted that the runway lights leaning Even when that fails to yieldcall out were off as the jet sped down th e a smooth-running engine with rpm wrong runway That is weird with drops within acceptable limits he will no lights he said and Capt Jeffrey we have oil stil l take off thinking that once he s Clay responded yeah Seconds airborne hell be able to clean it out later Clay said whoa and then the The only problem is whats causingpressure-impact was heard the backfiring and engine roughness is

I couldnt help but wonder as I read not a fo uled spark plug but a plugged airspeed alivethe transcripts what the two pilots injector and now hes forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll Didnt the fact that things as he limps around the pattern (if hes prior to rotation were weird make them think about lucky enough to be able to) and tries aborting the takeoff I know from my to land without parking his airplane observations of pilots over the years that for some its as in the weeds if there were sirens singing their alluring song from the I think we are all familiar with the saying lilts much sky tempting them to go flying better to be down here wishing we were up there than

I know that I have written before of the kick the up there wishing we were down here yet too often I see tires light the fires kind of pilot who rushes through pilots setting themselves up for just that scenario They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter In fact I actually once flew and that the airspeed indicator is alive More than once I with a pilot who announced scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions (well actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

airspeed indicator isnt working As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection he also never noticed that his airspeed indicator wasnt working on the takeoff roll If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff But as I said before the lure of the sky and the mentality of were going flying takes over and whether the anomaly is noticed or not the pilot continues the takeoff roll

A favorite training scenario that I use when working with clients on my PC-based simulator is to fail the oil pressure prior to takeoff Well be taking off into a 200shyfoot overcast ceiling with the tops well above 10000 feet Very very few of my clients notice that they have no oil pressure as they start their takeoff roll And yet not once has a client aborted the takeoff even if he did notice the lack of oil pressure Needless to say the engine seizes prior to reaching our assigned altitude

This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air All of my clients know that I expect to hear them caJl out we have oil pressure-airspeed alive prior to rotation or the takeoff is aborted They also know that I fully expect them to really check the gauges and not just make the call out robotically

Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did At first he attributed it to the higher-than-normal density altitude But then he checked his oil pressure gauge and saw the needle sitting on zero A quick turn back to the airport got him there before his engine seized An oil line had come loose as evidenced by a puddle of oil where he had conducted his run-up But though he had gone through the motions of an engine ground check and had made the call oil pressure-okay he had never really checked the gauge until realizing his problem once airborne

Being diligent in our preflight inspections and engine ground checks is essential to our safety but be aware that anything that happens outside the realm of the expected should be considered as cause to abort the takeoff

I remember once when I was preparing to depart Islip Long Island with two clients on one of my instrumentshytraining trips It was raining quite heavily and the ceilings were hovering around 300 feet with the winds relatively light As a Southwest 737 landed in front of us we were given a position and hold clearance Once the 737 cleared the runway we were cleared for takeoff My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed mantra But prior to rotation all three of us smelled the unmistakable odor of burning rubber Without a seconds hesitation my client pulled the throttle to idle aborting the takeoff

We announced to the tower that we were aborting the takeoff as we smelled smoke in the cockpit and cleared the runway at the next taxiway Within what seemed

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500 x 5 600 x 6 700 x 8

Oesser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with

~ Tel ePhone 800-247-8473 or

DESSERlfi 323-721-4900 FAX 323-721-7888

6900 Acco St Montebello CA 90640 IRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106

wwwdessercom

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28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

GET THE SKILLS TO GET IT BUILT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

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28 APRIL 2007

like a few short moments there was a giant yellow firetruck rushing toward us The smell of burning wires was no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber had come from the tires of the 737 as it touched down on the runway Without any wind present the smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff

It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling but throughout the process I kept thinking that even though we hadnt had a fire what if we had been complacent rationalizing the smell of rubber burning and taken off into the clag What if there had indeed been a fire and we had taken off Finding ourselves surrounded by thick clouds and heavy rain what would we have done

Ill say it again Much better to be down here wishing I was up there even when having to fill out reams of paperwork before a chuckling fireman than being up there in the wet rain-laden clouds wishing I was down here

Almost everyone of us pilots is easy prey to the siren song of the sky It is difficult to resist the allure of flight especially when you are already rolling down the runway But we need to lash ourselves to the mast of good aeronautical decision-making Please if things seem weird consider aborting the takeoff if there is sufficient runway remaining Please dont ignore or rationalize away all the many indications that might be shouting at you to stay on the ground-even when there are blue skies and tail winds calling you skyward

Doug Stewart is the 2004 National CFT of the Year a NAFT Master In structor and a designated pilot examiner He operates DSFI Inc (www DSFlightcom) based at the Columbia County Airport (lEl) near Hudson New York

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LINCOLN MERCURY

BY BUCK HILBERT

Ever wonder how the Cessna Company got into the liaison

aircraft business

Ive come across a Cessna intershyoffice memo dated 22 September 1955 where a company historian JH Gertieis answers questions in a general way from a Dario Politella He was apparently assigned to write Mr Ploitella

Here are some of the facts I thought the Cessna 170-1S0 people would find interesting

The L-19 was the first airplane Cessna ever presented to the Army There had been previous discussions with the Army about the possibility of using the 140 or 170 with no success

Now to digress here a bit This is Army aviation Prior to the formation of Army aviation there was the United States Army Air Force and later the United States Air Force but after a long debate the Armywas finally able to get the specific mission-type aircraft the it needed The war-time Cessna Bobcat or UC-7S or AT-19 was a World War II product and used for training long before Army aviation was born

In August of 1949 the Army laid down specifications that called for an airplane with an empty weight of 1200 pounds and the ability to operate from a 600-foot strip or smaller The specs pretty well described a small airplane

Cessna didnt think it could design anything that light with the thinking

30 APRIL 2007

In olive drab garb this is a Cessna L-19A-CE AF Serial No 51-4829G This aircraft was the third one built on August 6 1951 at the Cessna Pawnee plant and was soon shipped off to Korea

that it should be all metal so it would be more durable

Cessna sent engineers and designers to consult with the Army and see exactly what it had in mind The original specifications were a bit vague It became obvious that the Army wanted an airplane that could carry a reasonable amount of radio equipment was relatively fool-proof to maintain and would have outstanding take-off and landing characteristics

Starting September S the Cessna IS-man engineering department accepted the challenge and began with the components on hand It

laid out a new fuselage to go with the existing Cessna 170 wings and 195 tail surfaces and immediately began searching for a suitable power plant The choice here was the Continental 0-470-13 which was specifically designed and tailored to meet the need Just three months later the prototype came out the door on December S 1949

A brief flight test was made and then it was flown to Wright Field for evaluation The total cost for the prototype was approximately 2500 hours The usual preproduction mechanical bugs were eliminated and

Two views of the original Cessna model 305 later designated the L-19 by the US Army With the wings from the 170 design and the tail surfaces from the 195 the prototype for what would become one of the most successful liaison plane designs ever built shows off its distinctive swayback fuselage

there were no basic flight problems The biggest problem was the rather high sink rate with 60 degrees of flap A three-point landing required an exceptional amount of judgment The flare didn t always stop the sink rate in time resulting in a bounce and with such force that the spring landing gear (Steve Wittmans design) would flex to the point of letting the prop strike the ground and even catching grass shards on the belly

There were never any landing gear failures but they did have to replace several props This was really the only serious problem until the proper landing technique was developed

for landing over a 50-foot obstacle

Want to learn more about the Bird Dog Contact the type club

that knows all about them

Cessna International Bird Dog Association (L-190-1) Larry Flinn

9618 Jason Bend Helotes TX 78023

210-695-1944 Fax 210-695-1284

E-mail C24712aolcom Website wwwl-19bowwowcom

Dues $30year US $35 Canada $45 International

Newsletter Quarterly magazine monthly e-mail newsletter

and within the 500-foot limit The airplane was then sent to Ft

Bragg for further evaluation Ten pilots put five hours each on the four aircraft a Piper Luscombe Taylorcraft and the L-19 There is no reference as to how the evaluation by the various pilots went but Cessna received a verbal notification of an intended contract

The initial order for 418 aircraft started a real scramble at Cessna since the prototype had been built from parts on hand and now all the production engineering had to be accomplished Some 25 engineers began work on the project

Then came July of 1950 and the Korean War This changed everyones p lans the Army asked for accelerated production A second prototype was constructed and the certification process was begun along with changes to the original design requested by the military

The resultant production was more than 3000 airplanes ThePrimary customers were the US Army the National Guard got some the French got 50 of them and the US Marine Corps was immediately issued 37 of them which while identical to the Lshy19 were designated as 01-Es Cessna licensed the Japanese to build some as late as 1958

The L-19 and its genre were deployed to military units all over the world And the civilian model designated the Cessna 305 found markets as fish spotters cattle ranch hands and various civilian roles Many of the L-19s came into civilian life after being surplused out and quite a few were used as glider tugs and for towing banners

Thats the short story of the development of the L-19 Born from the loins of the Cessna 170 and 195 it went on to become one of the most versatile and loved military airplanes of the century

And with that and as an old Bird Dog driver its

Over to you

((

V I NTAGE AIRPLANE 3 1

Two views of the original Cessna model 305 later designated the L-19 by the US Army With the wings from the 170 design and the tail surfaces from the 195 the prototype for what would become one of the most successful liaison plane designs ever built shows off its distinctive swayback fuselage

there were no basic flight problems The biggest problem was the rather high sink rate with 60 degrees of flap A three-point landing required an exceptional amount of judgment The flare didn t always stop the sink rate in time resulting in a bounce and with such force that the spring landing gear (Steve Wittmans design) would flex to the point of letting the prop strike the ground and even catching grass shards on the belly

There were never any landing gear failures but they did have to replace several props This was really the only serious problem until the proper landing technique was developed

for landing over a 50-foot obstacle

Want to learn more about the Bird Dog Contact the type club

that knows all about them

Cessna International Bird Dog Association (L-190-1) Larry Flinn

9618 Jason Bend Helotes TX 78023

210-695-1944 Fax 210-695-1284

E-mail C24712aolcom Website wwwl-19bowwowcom

Dues $30year US $35 Canada $45 International

Newsletter Quarterly magazine monthly e-mail newsletter

and within the 500-foot limit The airplane was then sent to Ft

Bragg for further evaluation Ten pilots put five hours each on the four aircraft a Piper Luscombe Taylorcraft and the L-19 There is no reference as to how the evaluation by the various pilots went but Cessna received a verbal notification of an intended contract

The initial order for 418 aircraft started a real scramble at Cessna since the prototype had been built from parts on hand and now all the production engineering had to be accomplished Some 25 engineers began work on the project

Then came July of 1950 and the Korean War This changed everyones p lans the Army asked for accelerated production A second prototype was constructed and the certification process was begun along with changes to the original design requested by the military

The resultant production was more than 3000 airplanes ThePrimary customers were the US Army the National Guard got some the French got 50 of them and the US Marine Corps was immediately issued 37 of them which while identical to the Lshy19 were designated as 01-Es Cessna licensed the Japanese to build some as late as 1958

The L-19 and its genre were deployed to military units all over the world And the civilian model designated the Cessna 305 found markets as fish spotters cattle ranch hands and various civilian roles Many of the L-19s came into civilian life after being surplused out and quite a few were used as glider tugs and for towing banners

Thats the short story of the development of the L-19 Born from the loins of the Cessna 170 and 195 it went on to become one of the most versatile and loved military airplanes of the century

And with that and as an old Bird Dog driver its

Over to you

((

V I NTAGE AIRPLANE 3 1

BY HG FRAUTSCHY

THIS MONTHS MYSTERY PLANE COMES TO US FROM

THE COLLECTION OF VAA MEMBER WESLEY SMITH

Send yo ur answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than May 10 for inclusion in the]uly 2007 issue of Vintage Airplane

You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line

JANUA RY S MYSTERY ANSWER

32 APRIL 2007

Joe Stamm of Orshyange Village Ohio was the first to e-mail in his correct response

The January 2007 Mystery Plane is a 1918 Curtiss-Kirkham 18-T-2 Straight Wings The same picture of the plane is shown in The Speed Seekers by Thomas G Foxworth who also provides a detailed history of the aircraft on pages 187-192 of his intershyesting book

Thomas H Lymshyburn Minneapolis Minnesota sent in this response

For January 2007s Mystery Plane one might ask How many wings what wing span wheels or floats and how many records The aircraft is the Curtiss 18-T Wasp trishyplane known as Whistling Benny It was also known as the Curtiss-Kirkham after designer Charles B Kirkham who worked out the 400-hp K-12 engine that was lighter and smaller than the Liberty This engine was later developed into the Curtiss 0-12 and the larger Conqueror The Wasp (named after the sound the engine made) was a two-seater with two forward-firing Marlin machine guns two Lewis guns on a Scarff ring and another Lewis in a ventral slot

The aircraft had been ordered for the Navy on March 30 1918 The Army borrowed the prototype for tests in August 1918 It was claimed to have top speed of 163 mph a world record Later the Army ordered two triplanes (delivered in January and February 1919) and two Model 18-B Hornet biplanes (delivered inJune 1919)

An 18-T-2 was used to set an American altitude record on September 19 1919 when Roland Rohlfs reached 34610 feet Because of its speed it became a racer but the Navys attempt to use a pair of Wasps in the 1920 Pulitzer Trophy Race at Mitchell Field fell through due to cooling problems They tried again in 1922 with float versions in the Curtiss Marine Trophy Race In 1923 the Navys A332S and A3326 were flown at the National Air Races in St Louis but were lost in crashes

Aerofilescom shows your photo as the prototype (serial A332S) on loan from the Navy to the Army (possible serial number AS4006S) One 18-T was built for civilian use but sold to Bolivia in 1920 Although a promising design no proshyduction occurred due to the Armistice It was an aircraft with potential that came out at the wrong time

Wesley Smith of Springfield Illinois has really outshydone himself again with a complete history of the CurtissshyKirkham Enjoy

The January 2007 Mystery Plane is the prototype 1918 Curtiss-Kirkham 18-T triplane (USN A332S) as origishynally built with relatively unswept (actually 05 degree sweep) wings

Also known as the Wasp the 18-T is sometimes called Whistling Rufus or Whistling Benny (depending on which source one chooses to believe) The aircraft went through a number of modifications and was specifically deshysigned to take full advantage of the Kirkham K-12 engine also designed by Charles B Kirkham Later postwar versions of the Wasp are the Model 18-T-1 (single-bay with 5 degrees of wing sweep) and the Model 18-T-2 with longer two-bay wings There was also a biplane version of the Model 18 known as the Model 18-B (biplane) or Hornet Many years later Curshytiss retroactively redesignated the Model 18-T variants as the Model 15 and the Model 18-B became the ModellSA

Well before the Great War Kirkham had a long association with Glenn H Curtiss going back to Kirkhams design for a two-cylinder motorcycle engine in 1902 which he supplied to Curtiss until October of 1905 when Curtiss began to manshyufacture his own engines at Hammondsport New York Prior

to this Kirkham had worked with his brothers Clarence and Percy and relocated the company to Bath New York During 1904 Kirkham had begun the production of a four-cylinder automobile engine which was followed by a six-cylinder enshygine built for the Pullman Car Co from 1906-10 (actually the York Pennsylvania company was named Broomell Schmidt amp Steacy 1903-05 the York Motor Car Co 1905-09 and fishynally the Pullman Motor Car Co 1909-17) Interestingly the first AP Broomell automobile was an impractical six-wheel affair named after the famous Pullman railroad cars In 1905 the model name of the company auto was changed to York and a conventional four-wheel chassis was adopted

The first Kirkham engines to be used in an airplane were those that were sold to The Canadian Aerodrome Co which was an outgrowth of Dr Alexander Graham Bells Aerial Exshyperiment Association (AEA) Both the Baddeck No1 and Baddeck No2 used Six-cylinder 40-hp Kirkham engines as did the Hubbard Mike Monoplane built by the Canadian Aerodrome Co in the winter of 1910 for prominent Boston architect Gardiner Greene Hubbard II The Mike made sevshyeral short flights and was displayed at the Boston Aero Show later that year I have an account (Parkin JH Bell and Baldshywin pp 278-282) which appears to indicate that the AEA Silver Dart was temporarily fitted with the Kirkham engine intended for Baddeck No1 when it made the first two-place aircraft flight in Canada at Petawawa a short time after 5 am on August 2 1909 The Silver Dart was destroyed during these flights as the result of a landing accident however the engine the pilot John A Douglas OAD) McCurdy and his passenger Frederick W Casey Baldwin escaped relatively unscathed by the incident (The poor Silver Dart however was destroyed ) After the accident the Kirkham engine was then installed in the Baddeck No 1

At any rate Charles B Kirkham began the manufacture of aircraft engines at Savona New York in 1910 His first engine to go into an American aircraft was one of his modified 22-hp automobile engines sold to William T Thomas In November of 1909 Thomas began construction of his pusher biplane at Hammondsport New York but it did not fly until the spring of 1910 at Page Farm Hornell New York with Bert Chambers acting as pilot WT Thomas was born of English parentage in Rosario Argentina during his fathers foreign service and was schooled in England before coming to the United States to work as a draftsman for the original Herring-Curtiss Co His brother Oliver soon joined him and in 1912 the Thomas brothers opened the Thomas School of Aviation

In fact from the original 1910 pusher biplane through the 1911 Model TA pusher biplane 1912 Model TA tractor bishyplane the 1913 nacelle pusher biplane and the 1913 Model E pusher biplane Thomas exclusively used Kirkham engines (the sole exception being the 1913 tractor monoplane which used a Maximotor engine) In 1913 the Thomas Brothers Aeroplane Co Inc was officially formed at Bath New York The following year the company was relocated to Ithaca New York occupying the vacant EG Wyckoff factory The English aircraft designer Benjamin Douglas (BD) Thomas

VINTAGE AIRPLANE 33

(no relation) was associated with the Thomas brothers by this time When Thomas received their first order from the Britshyish government in 1914 it was for 24 T-2 tractor biplanes designed by BD Thomas The T-2 was broadly based on BD Thomas earlier design of the Curtiss Model j (December 2006 Mystery Plane)

At Ithaca New York a peach orchard near Cayuga Lake served as the flying grounds for the Thomas Brothers Aeroshyplane Co This gradually evolved into what is today the mushynicipal airport at Ithaca In 1915 Frank 1 Morse of the Morse Chain Co became president of the new Thomas Aeromotor Corp with WT Thomas as vice president The new comshypany was named The Thomas-Morse Aircraft Co in 1917 with BD Thomas continuing to design aircraft for the company With its demise Thomas-Morse eventually merged into what became General Dynamics the remaining assets of Thomas-Morse being sold to Consolidated on August 5 1929 Yet despite its greatly diminished importance ThomasshyMorse continued to exist until around 1935 as part of the Consolidated Corp BD Thomas who was responsible for all Thomas-Morse designs except the S-7 retired to La jolla Calishyfornia in 1933 after last working on the unsuccessful Conshysolidated XB2Y-1 experimental dive bomber

Kirkhams early aircraft engine designs included the B-4 a four-cylinder water-cooled inline of 404 hp This was folshylowed by the six-cylinder B-6 (545 hp at 1300 rpm) and the B-G-6 a six-cylinder water-cooled geared vertical inshyline of 70 hp (1680 rpm reduced to 960 rpm at the output shaft) He also introduced an interesting tractor biplane early in 1912 (The New Kirkham Tractor Aeronautics volume 10 No I january 1912 pp 15-16 The Kirkham Tractor Biplane Aircraft volume 2 No II january 1912 p 391) which had a conventional fuselage horizontal stabilizer and elevator but also incorporated a monoplane canard ahead of the tractor propeller This biplane was offered with either the B-6 or B-G-6 Kirkham is reputed to have been the first engine manufacturer to use adjustable valve tappets His aero enshygines used a unique concentric valve arrangement with the airflow past the outer intake valve being used to cool the inshyner exhaust valve

By August of 1914 Kirkhams business was drawing its last breath and for a short time he joined the Aeromarine Plane and Motor Co of Keyport New jersey as chief engineer At about this same time Curtiss was having difficulty with his OX series of engines which the British government refused to accept due to their unreliable nature Curtiss sought Kirkham out to solve the weaknesses of that engine and what soon emerged was the OX-2 which with some further modificashytions became the OX-5 engine used in the Curtiss jenny By this time World War I had grown to epic proportions with Curtiss obtaining large aircraft orders from the UK Russia and eventually the United States With Americas entry into the war aircraft production and technology was given a high priority and as a response to production of the WrightshyMartin Hispano-Suiza Curtiss established an experimental engine department at Garden City New York in early 1917

By April the new Kirkham V-12 known as the AB was

34 APRIL 2007

ready for testing With some modification the engine beshycame the K-12 Kirkham insisted that the new engine deshyserved an airframe worthy of his new creation and thus the design of the Curtiss-Kirkham Model 18 was begun (The Kshy12 may have not been Kirkhams first foray into V-12 design territory According to the late Thomas G Foxworths excelshylent book The Speed Seekers [po 188] Kirkham also designed a 120-hp V-12 during the time he was building aircraft engines on his own I cannot confirm this) A complete description of the K-12 appeared in Aerial Age Weekly (volume 8 No 25 March 3 1919 p 1244) According to the text the construcshytion of the K-12 and its six-cylinder variant the K-6 allowed for a lighter weight and therefore an improved horsepowershyper-pound rating than other engine types In fact the new 400-hp (397 hp at 2250 rpm) engine was considerably lighter (dry weight 6785 pounds) than the comparable Liberty 12-A (dry weight 844 pounds) being 1655 pounds lighter (withshyout coolant which weighed an additional 3825 pounds) The K-12 used a six-throw crankshaft (supported by five plain bearings) which was also used in the 150-hp K-6 The block of the K-12 was aluminum The cylinder heads were fitted with six steel cylinder barrels and combustion chambers mashychined from steel forgings and screwed into each aluminum cylinder head block The displacement was 114509 cubic inches also far less than the Libertys 164892 cubic inches The K-12 had its cylinders arranged in a 60-degree V arrangeshyment and the K-6 was an inline vertical

Two Ball and Ball duplex carburetors supplied the fuel to each bank of six cylinders with the dual half of each carbushyretor supplying an intake manifold for three cylinders Dual ignition was supplied by two high-tension Berling 0-66 magshynetos The internally ribbed aluminum pistons were conshynected to H section articulated connecting rods with the linked rod forked at each crankpin Fuel consumption was reshyported to be 0499 pounds per hp-hour (367 gph) and the oil consumption was 0053 pounds per hp-hour Ample cooling for the K-12 was supplied by two box radiators mounted to either side of the fuselage between the middle and lower wing (there was already a long history of side-mounted radiashytors in Germany and in the US) The length of the K-12 was only about 60 inches from the starting crank on the magneto to the end of the propeller hub It was 40125 inches high by 27875 inches wide Completing the engines design the proshypeller shaft was driven at 60 percent of the crankshaft rpm through a herringbone tooth gear reduction Thus the K-12 packed a lot of power (and torque) into a fairly small and relatively low-weight power plant

With the K-12 complete Kirkham turned his attention to the Model 18 and used the latest technology designing the fushyselage to be a laminated three-ply monocoque structure that was formed over a mold Pfalz in Germany had begun using this technology and in the United States Lowe Willard and Fowler (LWF used a play on its company acronym to acshycentuate the virtues of their new construction technique by referring to the use of a laminated wood fuselage both the LWF Model V and G used this type of construction) Berckshymans (Speed Scout) Pomilio (an Italian designer who built

Jack Kearbey Tulsa OK

bull First flight in England (1951) while serving in USAF

bull Hired by Oklahoma Air National Guard in 1956 to run their instrument and autopilot shop

bull Qualified in 1980 as an ATP also obtained AampP license

bull Currently building his fourth fullshyscale aircraft-a Sopwith Pup

I have been a customer of AUA beginning in July 1993

At the present time both of my aircraft are insured by AUA

My 1993 Piel Emraude and the SE5 a full-scale WW I

aircraft This has been a very pleasant business relationship

and I highly recommend AUA

- Jack Kearbey

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

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages No component parts endorsements

The airfoil was derived from a Sloane took A3325 on its initial flight on JulyWith the wing profile and the wing area totaled 309 5 1915 With a climb rate of over 2000 square feet There was no dihedral The modifications fpm the Model IS-T demonstrated a

143-square-foot horizontal stabilizer complete Rohlfs now spectacular rate of climb performance of the Model IS-T was built with a 05- but it suffered from tail-heaviness as degree incidence and the elevators to- the result of the center of gravity beshytook full advantage taled 1302 square feet of surface area ing too far aft This was subsequently The vertical stabilizer consisted of a tri- rectified by sweeping the wings aft by of the phenomenal angular surface of 52 square feet and climb rate to establish 5 full degrees In this form the postwar the vertical rudder had an area of S66 Model IS-T became known as the Model square feet Overall the ModellS-T had IS-T-l (the -I indicating single-bay the full altitude a length of 23 feet 3-316 inches and a wings) In its new form the Model 1Sshyheight of 9 feet 1O-3S inches T-I possibly had a slightly greater span potential of the

The fuel capacity of the Model IS-T increasing by 1 inch to an even 32 feetModel 18-T andwas 67 gallons (listed as 400 pounds The height was also possibly someshyit would actually be 402 pounds) and what greater being increased to 10 feetthe K-12 engine

the FVL-S fighter in the US) Heinrich (Victor advanced trainer) and Le Pere (a French designer also working in the US) had either been experimenting with a similar concept or had already built aircraft using that technique

The empennage surfaces of the Model lS-T were covshyered in cedar and the wings were built up of seven spars with numerous cap strip-like wing ribs in place of conventional wing ribs This resulted in a wing that was very strong light and thin Like the K-12 the Model IS was first described in the pages of Aerial Age Weekly (liThe Curtiss Model IS-T Trishyplane volume 9 No3 March 31 1919 pp 154-155) As originally built the ModellS-T had three equal-span wings of 31 feet 11 inches span and 42 inches chord The gap between the upper and middle wing was also 42 inches but the gap between the middle and lower wing was reduced to 35-916 inches The incidence of the wings was 2-12 degrees and the wings were swept 05 of a degree aft

the oil capacity of the K-12s crankshycase 6 gallons (45 pounds) The pilot and observer weight was given as 331 pounds with an additional 301 pounds useful load Government-furnished equipment (GFE) of the Model IS-T included two forward-firing 30-caliber Marlin machine guns One source states that the observer was to be supplied with three 30-caliber Lewis guns (two seems far more likely) As such the total useful load was 1076 pounds Combined with the IS25 pounds empty weight of the aircraft the gross weight was 2901 pounds The wing loading was 94 pounds per square foot

With a price of $55400 (less Government-furnished equipshyment [GFEJ) and with the end of World War I at hand orders for the Model IS-T were sparse The first two aircraft were ordered by the USN (A3325 the prototype and A3326 orshydered under contract 37372 dated March 30 1915) The US Army also ordered two Model IS-T triplanes and two Model IS-B biplanes in August of 1915 (all four under contract CS-152) The Army triplanes were issued serials Sc 40065 and Sc 40066 however only 40065 was actually delivered as a static-test aircraft to McCook Field in February of 1919 The Model IS-Bs (Sc 40054 and Sc 4005S) were eventushyally delivered in June of 1919 Also known as the Experishymental 510 or the Hornet the Model IS-B biplane differed

considerably from its triplane brethren The equal-span bishyplane wings had a span of 37 feet 5-34 inches and a gross wing area 3225 square feet The weight of the Model IS-B was also higher than the Model IS-T being 3001 pounds Otherwise the ModellS-B had the identical engine em penshynage fuselage and GFE of the Model IS-T Of the two Model IS-Bs only Sc 4005S was assembled and flown Sc 40054 being the static-test article Sc 4005S was also assigned the McCook Field project number P 36 It crashed soon after beginning flight testing and the eventual disposition of the remaining Army Wasp and Hornet is unknown to this writer

In contrast to the fate of the Army Model ISs the USN machines fared far better As originally built the proshytotype Model IS-T incorporated a four-blade propeller but this was soon replaced by a conventional two-blade propelshyler Delivered only three months after the signing of the conshy

tract Curtiss test pilot Roland Rohlfs

2 inches (This increase in height may actually apply to the later seaplane version of the Model IS-T-l) The wing area was apparently about the same being around 2SS square feet (without ailerons) Like the Model IS-T ailerons were fitted to all three wings The empty weight of the Model IS-T-l was now 19S0 pounds and the gross weight was increased to 3050 pounds The climb rate of the Model IS-T-1 was 12500 feet in 10 minutes with a service ceiling of 23000 feet and an endurance of 59 hours

Now fully ready for trials the Model 1S-T set an unoffishycial world speed record of 163 mph on August 19 1915 The high-pitched whine of the wings gave the Wasp the unofficial nickname of Whistling Benny or Whistling Rufus (source information varies on this point) More was yet to come in 1919 Fitted with new longer-span two-bay wings (40 feet 7-12 inches 400-square-foot wing area) the Model 1S-T was designated the Model IS-T-2

With the wing modifications complete Rohlfs now took full advantage of the phenomenal climb rate to establish the full altitude potential of the Model 1S-T and the K-12 engine Beginning in March of 1919 Rohlfs burned out three K-12 engines during climb trails because the oil sysshytem did not function well at the steep climb angle of the Model IS-T-2 In addition to the oiling dilemma Rohlfs

36 APRIL 2007

suffered from hypoxia during one trial and barely escaped after a lOOOO-foot dive However by the summer of 1919 things were going well and on July 25 he was able to coax the triplane to 30100 feet This was followed by a second sucshycessful climb to an unofficial world altitude record of 34610 feet On all of his high-altitude flights the aircraft was fitted with a K-12 Reaching such extreme altitudes with an engine that lacked a supercharger was no simple feat and that part of Rohlfs record altitude flights stood for some years

The high-altitude flights had not escaped international noshytice and in late 1919 Bolivia ordered a Model 18-T-2 Speculashytion has it that the aircraft was actually the undelivered US Army triplane Regardless of its origin Donald Hudson was soon demonstrating the aircraft in Bolivia successfully taking off from El Alto field at La Paz (13500 feet altitude) Hudson was soon showered with the laurels of the Bolivian governshyment and on May 191920 successfully crossed the Andes passshying over the 21185-foot peak of Mount Illimani at an altitude of over 30000 feet setting a South American altitude record A crash the following day ended Hudsons welcome and for a time ended Bolivias ambitions for an air arm Whatever the truth about the origins of the Bolivian Model 18-T-2 it appears as though four or five Model18s were built during 1918-19

In 1920 Curtiss tested A3325 as a seaplane with a single main float and wingtip outrigger floats of a Curtiss N-9 In this form Rohlfs flew the Model 18-T-2 to a speed of 138 mph at Rockaway Beach in April (climb rate of the Model 18-T-2 was recorded as 10400 feet in 10 minutes on this occasion) In this configuration the seaplane Wasp may have had an empty weight of 2417 pounds and a gross weight of 3572 pounds It is unclear if these weights apply to the seaplane or land plane form of the Model 18-T-2 but the stated height of 12 feet alshymost certainly applies to the seaplane variant of the Wasp In any case due to the main float projecting well beyond the fushyselage the overall length of the Model 18-T-2 seaplane variant increased to 28 feet 3-78 inches

Converted back to land plane form with Model 18-T-1 sinshygle-bay wings both A3325 and A3326 soldiered on as racers in the 1920 Pulitzer and were piloted by Lt Cmdr Willis B Haviland (USN) and 2nd Lt WD Cuthbertson (US Mashyrine Corps) respectively Unfortunately both aircraft suffered engine malfunctions that prevented them from completshying the race By now Kirkham had left Curtiss and developshyment of the K-12 continued as the new Curtiss C-12 under the direction of Finlay R Porter A year later in 1921 Clemshyent M Keys developed the geared C-12 into the direct-drive CD-12 Refitted with a four-blade Charvay propeller and CDshy12 engines both Model 18-T-1s were returned to service as seaplanes with a new set of floats specifically designed for the aircraft With the new main float the overall length of the Model 18-T-1s approximated that of the float-equipped Model 18-T-2 A further modification was the addition of a new ventral fin and rudder for added stability and control

Fitted with the new floats and entered in the Curtiss Mashyrine Trophy Race in the summer of 1922 the Wasps found themselves in the midst of an event that was plagued by high winds and rain Unfortunately A3325 (painted green

and given the race number 5) flown by Rutledge Irvine was damaged in an out-of-control takeoff and rough bounce which tore the left wingtip float loose Rutledge flew on on the verge of losing control until he crash-landed in a pile of coal near the Detroit Edison power plant Fortunately he was unhurt but A3325 was demolished A3326 (painted yellow and assigned the race number 4) flown by US Marine Corps pilot Lawson H Sanderson did much better taking the lead near the end of the race However fate once again cheated the Model 18s as on the final lap Sanderson ran out of fuel with the finish line in sight

The end of the Model 18-T-1 came during the 1923 Liberty Engine Builders race Now painted orange overall and given the race number 3 A3326 was flown by Ensign DC Allen with Chief Machinists Mate 1G Hughes occupying the observers seat as mechanic Flown at Lambert Field in St Louis the crankshaft of the CD-12 fractured near the end of the first lap Allen made an emergency landing on a nearby muddy field but the Wasp flipped over on its back Both men were again uninjured but the A3326

was completely wrecked thus closing the story on a forgotten but nevertheless interesting and Significant airplane

Charles B Kirkham went on to other things after leaving Curtiss (reputedly he was not on good terms with Curtiss at the time of his departure) He briefly opened an aviation conshysulting concern in New York City before going to Germany in 1920 where he oversaw the completion of all 20 Junkers-Larsen JL-6 Ounkers F 13) all-metal monoplanes that were imported to the United States He then founded Kirkham Products at the old James V Martin facility at Garden City New York where he undertook the subcontracting and manufacture of various machining projects With Harry 1 Booth and Michael Thurshyston Kirkham produced several unique aircraft for such notable people as pioneer aviator Leonard W Bonney (creator of the unique 1927 Bonney Gull) Kirkham moved his business to the Fairchild plant in Farmingdale New York and then to the site of the old Fulton Motor Co in 1934 During 1938 Kirkham went into partnership with Robert Simon forming the Liberty Products Corp but left the company in 1940 to do consulting work He continued to live in Montgomery New York until he passed away at the age of 88 on New Years Eve 1969

Roland Rohlfs who had flown the Model 18-T so brilshyliantly in 1918 and 1919 went on to become operations manager of Aeromarine Airways in the early 1920s before forming Aerial Advertising flying neon light-equipped airshycraft at night that displayed various messages The Great Deshypression killed Rohlfs business venture but he continued to fly on the East Coast before joining the CAA in 1938 and fishynally retiring in 1953 Rohlfs nevertheless remained active in aviation for many years before passing away

Other correct answers were received from Rob Waring Dumfries Virginia Ralph Riedesel Paton Iowa Jack Erickshyson State College Pennsylvania Charles F Schultz Louisshyville Kentucky Wayne Van Valkenburgh Jasper Georgia and CE Hesser St Augustine Florida

Also while we missed mentioning it in the March issue Wayne Van Valkenburgh correctly answered the December Mystery Plane

VINTAGE AIRPLANE 3 7

The following list of coming events is furnisfled to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail tfle information to vintageaircrafteaa org Inshyformation shollid be received four months prior to the eVel1t date

APRIL 27-28-Waco TX-Texas State Technical College(TSTC) 5th Texas Aviation EXPO 2007 presented by The Texas Aviation Association Rve acres of ramp static display A robust agenda of 60 hours of safety seminars vast assortments of vendors showcasing their products and services anticipating 700 to 1000 attendees speakers George D Pinky Nelson former NASA Astronaut and Jw Corkey FornoL movie stunt aviation character COME SHARE THE ADVENTURE wwwtxaaorg

MAY 4-6-Burlington NC-Alamance County Airport (KBUY) VAA Chapter 3 Spring Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843shy753-7138 or eiwilsonhomexpresswaynet

MAY 6-Lock Haven PA-William T Piper Memorial Airport (LHV) Pancake Breakfast Fly-In to Benefit Sentimental Journey Fly-In 8 am-12 pm All you care to eat pancake breakfast $5 Adults $3 chi ldren under age 10 Piper Aviation Museum open for tours Call 570-893-4200 or 748-5123 for more information j3cubkcnetorg www sentimentaljourneyfly-in com

MAY 19-5an Martin CA-Annual Wings of History Aircraft Museum and South County Airport Fly-in and Open House Food oldshytime tractors airplanes EAA Chapter 62 Young Eagles flights and free museum tours 8am-4pm Peggy Jones Event Director Wings of History Air Museum plj4peggyaolcom 831-663-6935

MAY 20-Warwick NY(N72)-EAA Chapter 501 Annual Fly-In 1000 AM- 400 PM all classes welcome Registration for judging closes 100 PM food amp beverages available for info973-838-7485 201shy444-1524 or e-rnail flyin07eaa501 org

MAY 3l-JUNE 2-Bartlesville OK-Frank Phillips Field (BVO) 21st Annual Biplane Expo Info Charlie Harris 918-622-8400 wwwbiplaneexpocom

JUNE SolO-Union IL-Poplar Grove Airport Army Wings and Wheels Info Vintage Wings amp Wheels Museum 815-547-3115 Tom Murray hiwheelsbcglobanet

JUNE l4-17-St Louis MO-Dauster Flying Field Creve Coeur Airport (lHO) American Waco Club Fly-In Info Phil Coulson 269shy624-6490 or rcoulson516cscom www americanwacoclubcom

JUNE 20-23--Lock Haven PA-William T Piper Memorial Airport (LHV) Sentirnental Journey Fly-In Family oriented fly-in featuring antique and classic aircraft of all makes and models especially PIPERS Seminars vendors food camping and entertainment daily Come for the day or the week Call 570-893-4200 or 748shy5123 for more information j3cubkcnet org wwwsentimentaljourneyfly-incom

JUNE 2l-24-Mt Vernon Ohio-Wynkoop

38 APR I L 2007

2007 MAJOR FLy-INS For details on EM Chapter fly-ins and other local aviation events visit wwweaaorgjevents

Sun n Fun Fly-In EAA AirVenture Oshkosh Lakeland Linder Regional Airport (LAL) Wittman Regional Airport (OSH) Oshkosh WI Lakeland FL July 23-29 2007 April 17-23 2007 wwwAirVentureorg

wwwSun-N-Funorg EAA Mid-Eastern Regional Fly-In

EAA Southwest Regional-The Texas Fly-In Mansfield Lahm Airport Mansfield OH Hondo Municipal Airport (HDO) Hondo TX August 25-26 2007 June 1-2 2007 httpMERRinfo wwwSWRFIorg Virginia Regional EAA Fly-In Golden West EAA Regional Fly-In Dinwiddie County Airport (PTB) Petersburg VA Yuba County Airport (MYV) Marysville CA October 6-7 2007 June 29-July 1 2007 wwwVAEAAorg wwwGoldenWestRylnorg

EAA Southeast Regional Fly-In Rocky Mountain EAA Regional Fly-In Middleton Reid Airport (GZH) Evergreen AL Front Range Airport (FTG) Watkins CO October 12-14 2007 June 23-24 2007 wwwSERFIorg wwwRMRFIorg Copperstate Regional EAA Fly-In Arlington EAA Fly-In Casa Grande (Arizona) Municipal Airport (CGZ) Arlington Municipal Airport (AWOl Arlington WA October 25-28 2007 July 11-15 2007 wwwcopperstateorg wwwNWEAAorg

Airport (6G4) 48th Annual National Waco Club Reunion Check www nationalwacoclubcom for more information and contact information Or emailcall Andy Heins 937 313 5931 wacoasoaolcom

JUNE 30-Chetek WI-The Chetek WI (Y23) 9AM car show craft fair and show a professional horse pull and a water ski show Plenty of food and drink available throughout the day For more info contact Chuck Harrison 715-456-8415 fixdent chibardunnet or Tim Knutson 715-237shy2477 n3nknutcitizens-telnet

JULY 6-S-Alliance Oh (2Dl)-Taylorcraft and Ohio Aeronca Aviators Fly-In See the airplanes built in Alliance OH amp Middletown OH and the people that built them Camping motels food all day fbarberalliancelinkcom 330823-1168 bwmatzllacyahoocom 216337-5643 httpwwwoaafly-incom see wwwbarberaircraftcom for airport diagrams Breakfast served Sat amp Sun 7AM to 11AM by EAA Chapter 82

AUGUST 5-Queen City MO-Applegate Airport (15MO) 20th Annual Watermelon Ry-In amp BBQ 2pm til dark Come and see grass roots aviation at its best Info 660-766-2644

AUGUST 5-Chetek WI-Southworth Municipal airport (Y23) BBQ Fly-In 1030am Warbird displays antique and unique airplanes antique amp collector car displays and raffles for airplane rides Procedes will be given to local charities Info Chuck Harrison - Office 715-924shy4501 Cell 715-456-8415 fixdent chibardunnet Tim Knutson - Home 715-237-2477 Cell 651-308-2839 n3nknutcitizens-telnet

AUGUST IS-Forest Lake MN-(25D)-Airport Fly-in and Open House lOam - 4pm 24shyhour gas and 24-hour grass 3000-foot 3113 Forest Lake Lions serve brats corn-on-the-cob and ice cream 100LL is available John Schmidt EAA 250021 St Paul Minnesota 651 776 1717

AUGUST 17-l9--McMinnville OR-25th Annual West Coast Travel Air Reunion Come Celebrate the Rebirth of the Travel Air Expected to be

the largest gathering of Vintage Travel Airs in recent times Held in conjunction with the Northwest Antique Airplane Club Event Info Bruce McElhoe 559-638-3746

AUGUST 19-Brookfield WI-Capitol Ai rport (02C) Ice Cream Social and vintage Aircraft Display VAA Chapter 11 Dean London 262-442-4622

SEPTEMBER I -Marion IN-Marion Municipal Airport (MZZ) 17th Annual Fly-In Cruise-In 700am until 200pm This annual event features antique classic homebuilt ultralight and warbird aircraft as well as vintage cars trucks motorcycles and tractors An all-you-canshyeat Pancake Breakfast is served with all proceeds going to the local Marion High School March ing Band www FlylnCruiseln com Info Ray Johnson (765) 664-2588 or rjohnsonindyrrcom

SEPTEMBER 2-Mondovi WI-21st Annual Log Cabin Airport Ry-In Doug Ward Owner Operator 715-287-4205 Lunch noon

SEPTEMBER 8-Newark Ohio-NewarkshyHeath Airport (VTA) Annual Fly-InDrive-In Breakfast Pancakes and More Young Eagles Flights Vintage Airplanes Classic Cars Tom McFadden 740-587-2312 email EAA402adelphianet

SEPTEMBER 2l-22-Bartlesville OK-Frank Phillips Field (BVO) 51st Annual Tulsa Regional Fly-In Antiques Classics Light Sport Warbirds Forum Type Clubs Info Charlie Harris 918-622-8400 www tulsaflyincom

OCTOBER 5-7-Camden SC-Kershaw County Airport (KCDN) VAA Chapter 3 Fall Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843-753-7138 or eiwilson homexpressway net

October 5-7-St Louis MO-Creve Coeur Airport (lHO) The Monocoupe Club Fly-In amp Reunion wwwmonocoupecom

October lO-l4-Tuliahoma TN-Beech Birthday Party 2007 Staggerwing Twin Beech 18 Bonanza Baron Beech ownersamp enthusiasts Info 931-455-1974

The airfoil was derived from a Sloane took A3325 on its initial flight on JulyWith the wing profile and the wing area totaled 309 5 1915 With a climb rate of over 2000 square feet There was no dihedral The modifications fpm the Model IS-T demonstrated a

143-square-foot horizontal stabilizer complete Rohlfs now spectacular rate of climb performance of the Model IS-T was built with a 05- but it suffered from tail-heaviness as degree incidence and the elevators to- the result of the center of gravity beshytook full advantage taled 1302 square feet of surface area ing too far aft This was subsequently The vertical stabilizer consisted of a tri- rectified by sweeping the wings aft by of the phenomenal angular surface of 52 square feet and climb rate to establish 5 full degrees In this form the postwar the vertical rudder had an area of S66 Model IS-T became known as the Model square feet Overall the ModellS-T had IS-T-l (the -I indicating single-bay the full altitude a length of 23 feet 3-316 inches and a wings) In its new form the Model 1Sshyheight of 9 feet 1O-3S inches T-I possibly had a slightly greater span potential of the

The fuel capacity of the Model IS-T increasing by 1 inch to an even 32 feetModel 18-T andwas 67 gallons (listed as 400 pounds The height was also possibly someshyit would actually be 402 pounds) and what greater being increased to 10 feetthe K-12 engine

the FVL-S fighter in the US) Heinrich (Victor advanced trainer) and Le Pere (a French designer also working in the US) had either been experimenting with a similar concept or had already built aircraft using that technique

The empennage surfaces of the Model lS-T were covshyered in cedar and the wings were built up of seven spars with numerous cap strip-like wing ribs in place of conventional wing ribs This resulted in a wing that was very strong light and thin Like the K-12 the Model IS was first described in the pages of Aerial Age Weekly (liThe Curtiss Model IS-T Trishyplane volume 9 No3 March 31 1919 pp 154-155) As originally built the ModellS-T had three equal-span wings of 31 feet 11 inches span and 42 inches chord The gap between the upper and middle wing was also 42 inches but the gap between the middle and lower wing was reduced to 35-916 inches The incidence of the wings was 2-12 degrees and the wings were swept 05 of a degree aft

the oil capacity of the K-12s crankshycase 6 gallons (45 pounds) The pilot and observer weight was given as 331 pounds with an additional 301 pounds useful load Government-furnished equipment (GFE) of the Model IS-T included two forward-firing 30-caliber Marlin machine guns One source states that the observer was to be supplied with three 30-caliber Lewis guns (two seems far more likely) As such the total useful load was 1076 pounds Combined with the IS25 pounds empty weight of the aircraft the gross weight was 2901 pounds The wing loading was 94 pounds per square foot

With a price of $55400 (less Government-furnished equipshyment [GFEJ) and with the end of World War I at hand orders for the Model IS-T were sparse The first two aircraft were ordered by the USN (A3325 the prototype and A3326 orshydered under contract 37372 dated March 30 1915) The US Army also ordered two Model IS-T triplanes and two Model IS-B biplanes in August of 1915 (all four under contract CS-152) The Army triplanes were issued serials Sc 40065 and Sc 40066 however only 40065 was actually delivered as a static-test aircraft to McCook Field in February of 1919 The Model IS-Bs (Sc 40054 and Sc 4005S) were eventushyally delivered in June of 1919 Also known as the Experishymental 510 or the Hornet the Model IS-B biplane differed

considerably from its triplane brethren The equal-span bishyplane wings had a span of 37 feet 5-34 inches and a gross wing area 3225 square feet The weight of the Model IS-B was also higher than the Model IS-T being 3001 pounds Otherwise the ModellS-B had the identical engine em penshynage fuselage and GFE of the Model IS-T Of the two Model IS-Bs only Sc 4005S was assembled and flown Sc 40054 being the static-test article Sc 4005S was also assigned the McCook Field project number P 36 It crashed soon after beginning flight testing and the eventual disposition of the remaining Army Wasp and Hornet is unknown to this writer

In contrast to the fate of the Army Model ISs the USN machines fared far better As originally built the proshytotype Model IS-T incorporated a four-blade propeller but this was soon replaced by a conventional two-blade propelshyler Delivered only three months after the signing of the conshy

tract Curtiss test pilot Roland Rohlfs

2 inches (This increase in height may actually apply to the later seaplane version of the Model IS-T-l) The wing area was apparently about the same being around 2SS square feet (without ailerons) Like the Model IS-T ailerons were fitted to all three wings The empty weight of the Model IS-T-l was now 19S0 pounds and the gross weight was increased to 3050 pounds The climb rate of the Model IS-T-1 was 12500 feet in 10 minutes with a service ceiling of 23000 feet and an endurance of 59 hours

Now fully ready for trials the Model 1S-T set an unoffishycial world speed record of 163 mph on August 19 1915 The high-pitched whine of the wings gave the Wasp the unofficial nickname of Whistling Benny or Whistling Rufus (source information varies on this point) More was yet to come in 1919 Fitted with new longer-span two-bay wings (40 feet 7-12 inches 400-square-foot wing area) the Model 1S-T was designated the Model IS-T-2

With the wing modifications complete Rohlfs now took full advantage of the phenomenal climb rate to establish the full altitude potential of the Model 1S-T and the K-12 engine Beginning in March of 1919 Rohlfs burned out three K-12 engines during climb trails because the oil sysshytem did not function well at the steep climb angle of the Model IS-T-2 In addition to the oiling dilemma Rohlfs

36 APRIL 2007

suffered from hypoxia during one trial and barely escaped after a lOOOO-foot dive However by the summer of 1919 things were going well and on July 25 he was able to coax the triplane to 30100 feet This was followed by a second sucshycessful climb to an unofficial world altitude record of 34610 feet On all of his high-altitude flights the aircraft was fitted with a K-12 Reaching such extreme altitudes with an engine that lacked a supercharger was no simple feat and that part of Rohlfs record altitude flights stood for some years

The high-altitude flights had not escaped international noshytice and in late 1919 Bolivia ordered a Model 18-T-2 Speculashytion has it that the aircraft was actually the undelivered US Army triplane Regardless of its origin Donald Hudson was soon demonstrating the aircraft in Bolivia successfully taking off from El Alto field at La Paz (13500 feet altitude) Hudson was soon showered with the laurels of the Bolivian governshyment and on May 191920 successfully crossed the Andes passshying over the 21185-foot peak of Mount Illimani at an altitude of over 30000 feet setting a South American altitude record A crash the following day ended Hudsons welcome and for a time ended Bolivias ambitions for an air arm Whatever the truth about the origins of the Bolivian Model 18-T-2 it appears as though four or five Model18s were built during 1918-19

In 1920 Curtiss tested A3325 as a seaplane with a single main float and wingtip outrigger floats of a Curtiss N-9 In this form Rohlfs flew the Model 18-T-2 to a speed of 138 mph at Rockaway Beach in April (climb rate of the Model 18-T-2 was recorded as 10400 feet in 10 minutes on this occasion) In this configuration the seaplane Wasp may have had an empty weight of 2417 pounds and a gross weight of 3572 pounds It is unclear if these weights apply to the seaplane or land plane form of the Model 18-T-2 but the stated height of 12 feet alshymost certainly applies to the seaplane variant of the Wasp In any case due to the main float projecting well beyond the fushyselage the overall length of the Model 18-T-2 seaplane variant increased to 28 feet 3-78 inches

Converted back to land plane form with Model 18-T-1 sinshygle-bay wings both A3325 and A3326 soldiered on as racers in the 1920 Pulitzer and were piloted by Lt Cmdr Willis B Haviland (USN) and 2nd Lt WD Cuthbertson (US Mashyrine Corps) respectively Unfortunately both aircraft suffered engine malfunctions that prevented them from completshying the race By now Kirkham had left Curtiss and developshyment of the K-12 continued as the new Curtiss C-12 under the direction of Finlay R Porter A year later in 1921 Clemshyent M Keys developed the geared C-12 into the direct-drive CD-12 Refitted with a four-blade Charvay propeller and CDshy12 engines both Model 18-T-1s were returned to service as seaplanes with a new set of floats specifically designed for the aircraft With the new main float the overall length of the Model 18-T-1s approximated that of the float-equipped Model 18-T-2 A further modification was the addition of a new ventral fin and rudder for added stability and control

Fitted with the new floats and entered in the Curtiss Mashyrine Trophy Race in the summer of 1922 the Wasps found themselves in the midst of an event that was plagued by high winds and rain Unfortunately A3325 (painted green

and given the race number 5) flown by Rutledge Irvine was damaged in an out-of-control takeoff and rough bounce which tore the left wingtip float loose Rutledge flew on on the verge of losing control until he crash-landed in a pile of coal near the Detroit Edison power plant Fortunately he was unhurt but A3325 was demolished A3326 (painted yellow and assigned the race number 4) flown by US Marine Corps pilot Lawson H Sanderson did much better taking the lead near the end of the race However fate once again cheated the Model 18s as on the final lap Sanderson ran out of fuel with the finish line in sight

The end of the Model 18-T-1 came during the 1923 Liberty Engine Builders race Now painted orange overall and given the race number 3 A3326 was flown by Ensign DC Allen with Chief Machinists Mate 1G Hughes occupying the observers seat as mechanic Flown at Lambert Field in St Louis the crankshaft of the CD-12 fractured near the end of the first lap Allen made an emergency landing on a nearby muddy field but the Wasp flipped over on its back Both men were again uninjured but the A3326

was completely wrecked thus closing the story on a forgotten but nevertheless interesting and Significant airplane

Charles B Kirkham went on to other things after leaving Curtiss (reputedly he was not on good terms with Curtiss at the time of his departure) He briefly opened an aviation conshysulting concern in New York City before going to Germany in 1920 where he oversaw the completion of all 20 Junkers-Larsen JL-6 Ounkers F 13) all-metal monoplanes that were imported to the United States He then founded Kirkham Products at the old James V Martin facility at Garden City New York where he undertook the subcontracting and manufacture of various machining projects With Harry 1 Booth and Michael Thurshyston Kirkham produced several unique aircraft for such notable people as pioneer aviator Leonard W Bonney (creator of the unique 1927 Bonney Gull) Kirkham moved his business to the Fairchild plant in Farmingdale New York and then to the site of the old Fulton Motor Co in 1934 During 1938 Kirkham went into partnership with Robert Simon forming the Liberty Products Corp but left the company in 1940 to do consulting work He continued to live in Montgomery New York until he passed away at the age of 88 on New Years Eve 1969

Roland Rohlfs who had flown the Model 18-T so brilshyliantly in 1918 and 1919 went on to become operations manager of Aeromarine Airways in the early 1920s before forming Aerial Advertising flying neon light-equipped airshycraft at night that displayed various messages The Great Deshypression killed Rohlfs business venture but he continued to fly on the East Coast before joining the CAA in 1938 and fishynally retiring in 1953 Rohlfs nevertheless remained active in aviation for many years before passing away

Other correct answers were received from Rob Waring Dumfries Virginia Ralph Riedesel Paton Iowa Jack Erickshyson State College Pennsylvania Charles F Schultz Louisshyville Kentucky Wayne Van Valkenburgh Jasper Georgia and CE Hesser St Augustine Florida

Also while we missed mentioning it in the March issue Wayne Van Valkenburgh correctly answered the December Mystery Plane

VINTAGE AIRPLANE 3 7

The following list of coming events is furnisfled to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail tfle information to vintageaircrafteaa org Inshyformation shollid be received four months prior to the eVel1t date

APRIL 27-28-Waco TX-Texas State Technical College(TSTC) 5th Texas Aviation EXPO 2007 presented by The Texas Aviation Association Rve acres of ramp static display A robust agenda of 60 hours of safety seminars vast assortments of vendors showcasing their products and services anticipating 700 to 1000 attendees speakers George D Pinky Nelson former NASA Astronaut and Jw Corkey FornoL movie stunt aviation character COME SHARE THE ADVENTURE wwwtxaaorg

MAY 4-6-Burlington NC-Alamance County Airport (KBUY) VAA Chapter 3 Spring Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843shy753-7138 or eiwilsonhomexpresswaynet

MAY 6-Lock Haven PA-William T Piper Memorial Airport (LHV) Pancake Breakfast Fly-In to Benefit Sentimental Journey Fly-In 8 am-12 pm All you care to eat pancake breakfast $5 Adults $3 chi ldren under age 10 Piper Aviation Museum open for tours Call 570-893-4200 or 748-5123 for more information j3cubkcnetorg www sentimentaljourneyfly-in com

MAY 19-5an Martin CA-Annual Wings of History Aircraft Museum and South County Airport Fly-in and Open House Food oldshytime tractors airplanes EAA Chapter 62 Young Eagles flights and free museum tours 8am-4pm Peggy Jones Event Director Wings of History Air Museum plj4peggyaolcom 831-663-6935

MAY 20-Warwick NY(N72)-EAA Chapter 501 Annual Fly-In 1000 AM- 400 PM all classes welcome Registration for judging closes 100 PM food amp beverages available for info973-838-7485 201shy444-1524 or e-rnail flyin07eaa501 org

MAY 3l-JUNE 2-Bartlesville OK-Frank Phillips Field (BVO) 21st Annual Biplane Expo Info Charlie Harris 918-622-8400 wwwbiplaneexpocom

JUNE SolO-Union IL-Poplar Grove Airport Army Wings and Wheels Info Vintage Wings amp Wheels Museum 815-547-3115 Tom Murray hiwheelsbcglobanet

JUNE l4-17-St Louis MO-Dauster Flying Field Creve Coeur Airport (lHO) American Waco Club Fly-In Info Phil Coulson 269shy624-6490 or rcoulson516cscom www americanwacoclubcom

JUNE 20-23--Lock Haven PA-William T Piper Memorial Airport (LHV) Sentirnental Journey Fly-In Family oriented fly-in featuring antique and classic aircraft of all makes and models especially PIPERS Seminars vendors food camping and entertainment daily Come for the day or the week Call 570-893-4200 or 748shy5123 for more information j3cubkcnet org wwwsentimentaljourneyfly-incom

JUNE 2l-24-Mt Vernon Ohio-Wynkoop

38 APR I L 2007

2007 MAJOR FLy-INS For details on EM Chapter fly-ins and other local aviation events visit wwweaaorgjevents

Sun n Fun Fly-In EAA AirVenture Oshkosh Lakeland Linder Regional Airport (LAL) Wittman Regional Airport (OSH) Oshkosh WI Lakeland FL July 23-29 2007 April 17-23 2007 wwwAirVentureorg

wwwSun-N-Funorg EAA Mid-Eastern Regional Fly-In

EAA Southwest Regional-The Texas Fly-In Mansfield Lahm Airport Mansfield OH Hondo Municipal Airport (HDO) Hondo TX August 25-26 2007 June 1-2 2007 httpMERRinfo wwwSWRFIorg Virginia Regional EAA Fly-In Golden West EAA Regional Fly-In Dinwiddie County Airport (PTB) Petersburg VA Yuba County Airport (MYV) Marysville CA October 6-7 2007 June 29-July 1 2007 wwwVAEAAorg wwwGoldenWestRylnorg

EAA Southeast Regional Fly-In Rocky Mountain EAA Regional Fly-In Middleton Reid Airport (GZH) Evergreen AL Front Range Airport (FTG) Watkins CO October 12-14 2007 June 23-24 2007 wwwSERFIorg wwwRMRFIorg Copperstate Regional EAA Fly-In Arlington EAA Fly-In Casa Grande (Arizona) Municipal Airport (CGZ) Arlington Municipal Airport (AWOl Arlington WA October 25-28 2007 July 11-15 2007 wwwcopperstateorg wwwNWEAAorg

Airport (6G4) 48th Annual National Waco Club Reunion Check www nationalwacoclubcom for more information and contact information Or emailcall Andy Heins 937 313 5931 wacoasoaolcom

JUNE 30-Chetek WI-The Chetek WI (Y23) 9AM car show craft fair and show a professional horse pull and a water ski show Plenty of food and drink available throughout the day For more info contact Chuck Harrison 715-456-8415 fixdent chibardunnet or Tim Knutson 715-237shy2477 n3nknutcitizens-telnet

JULY 6-S-Alliance Oh (2Dl)-Taylorcraft and Ohio Aeronca Aviators Fly-In See the airplanes built in Alliance OH amp Middletown OH and the people that built them Camping motels food all day fbarberalliancelinkcom 330823-1168 bwmatzllacyahoocom 216337-5643 httpwwwoaafly-incom see wwwbarberaircraftcom for airport diagrams Breakfast served Sat amp Sun 7AM to 11AM by EAA Chapter 82

AUGUST 5-Queen City MO-Applegate Airport (15MO) 20th Annual Watermelon Ry-In amp BBQ 2pm til dark Come and see grass roots aviation at its best Info 660-766-2644

AUGUST 5-Chetek WI-Southworth Municipal airport (Y23) BBQ Fly-In 1030am Warbird displays antique and unique airplanes antique amp collector car displays and raffles for airplane rides Procedes will be given to local charities Info Chuck Harrison - Office 715-924shy4501 Cell 715-456-8415 fixdent chibardunnet Tim Knutson - Home 715-237-2477 Cell 651-308-2839 n3nknutcitizens-telnet

AUGUST IS-Forest Lake MN-(25D)-Airport Fly-in and Open House lOam - 4pm 24shyhour gas and 24-hour grass 3000-foot 3113 Forest Lake Lions serve brats corn-on-the-cob and ice cream 100LL is available John Schmidt EAA 250021 St Paul Minnesota 651 776 1717

AUGUST 17-l9--McMinnville OR-25th Annual West Coast Travel Air Reunion Come Celebrate the Rebirth of the Travel Air Expected to be

the largest gathering of Vintage Travel Airs in recent times Held in conjunction with the Northwest Antique Airplane Club Event Info Bruce McElhoe 559-638-3746

AUGUST 19-Brookfield WI-Capitol Ai rport (02C) Ice Cream Social and vintage Aircraft Display VAA Chapter 11 Dean London 262-442-4622

SEPTEMBER I -Marion IN-Marion Municipal Airport (MZZ) 17th Annual Fly-In Cruise-In 700am until 200pm This annual event features antique classic homebuilt ultralight and warbird aircraft as well as vintage cars trucks motorcycles and tractors An all-you-canshyeat Pancake Breakfast is served with all proceeds going to the local Marion High School March ing Band www FlylnCruiseln com Info Ray Johnson (765) 664-2588 or rjohnsonindyrrcom

SEPTEMBER 2-Mondovi WI-21st Annual Log Cabin Airport Ry-In Doug Ward Owner Operator 715-287-4205 Lunch noon

SEPTEMBER 8-Newark Ohio-NewarkshyHeath Airport (VTA) Annual Fly-InDrive-In Breakfast Pancakes and More Young Eagles Flights Vintage Airplanes Classic Cars Tom McFadden 740-587-2312 email EAA402adelphianet

SEPTEMBER 2l-22-Bartlesville OK-Frank Phillips Field (BVO) 51st Annual Tulsa Regional Fly-In Antiques Classics Light Sport Warbirds Forum Type Clubs Info Charlie Harris 918-622-8400 www tulsaflyincom

OCTOBER 5-7-Camden SC-Kershaw County Airport (KCDN) VAA Chapter 3 Fall Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843-753-7138 or eiwilson homexpressway net

October 5-7-St Louis MO-Creve Coeur Airport (lHO) The Monocoupe Club Fly-In amp Reunion wwwmonocoupecom

October lO-l4-Tuliahoma TN-Beech Birthday Party 2007 Staggerwing Twin Beech 18 Bonanza Baron Beech ownersamp enthusiasts Info 931-455-1974

suffered from hypoxia during one trial and barely escaped after a lOOOO-foot dive However by the summer of 1919 things were going well and on July 25 he was able to coax the triplane to 30100 feet This was followed by a second sucshycessful climb to an unofficial world altitude record of 34610 feet On all of his high-altitude flights the aircraft was fitted with a K-12 Reaching such extreme altitudes with an engine that lacked a supercharger was no simple feat and that part of Rohlfs record altitude flights stood for some years

The high-altitude flights had not escaped international noshytice and in late 1919 Bolivia ordered a Model 18-T-2 Speculashytion has it that the aircraft was actually the undelivered US Army triplane Regardless of its origin Donald Hudson was soon demonstrating the aircraft in Bolivia successfully taking off from El Alto field at La Paz (13500 feet altitude) Hudson was soon showered with the laurels of the Bolivian governshyment and on May 191920 successfully crossed the Andes passshying over the 21185-foot peak of Mount Illimani at an altitude of over 30000 feet setting a South American altitude record A crash the following day ended Hudsons welcome and for a time ended Bolivias ambitions for an air arm Whatever the truth about the origins of the Bolivian Model 18-T-2 it appears as though four or five Model18s were built during 1918-19

In 1920 Curtiss tested A3325 as a seaplane with a single main float and wingtip outrigger floats of a Curtiss N-9 In this form Rohlfs flew the Model 18-T-2 to a speed of 138 mph at Rockaway Beach in April (climb rate of the Model 18-T-2 was recorded as 10400 feet in 10 minutes on this occasion) In this configuration the seaplane Wasp may have had an empty weight of 2417 pounds and a gross weight of 3572 pounds It is unclear if these weights apply to the seaplane or land plane form of the Model 18-T-2 but the stated height of 12 feet alshymost certainly applies to the seaplane variant of the Wasp In any case due to the main float projecting well beyond the fushyselage the overall length of the Model 18-T-2 seaplane variant increased to 28 feet 3-78 inches

Converted back to land plane form with Model 18-T-1 sinshygle-bay wings both A3325 and A3326 soldiered on as racers in the 1920 Pulitzer and were piloted by Lt Cmdr Willis B Haviland (USN) and 2nd Lt WD Cuthbertson (US Mashyrine Corps) respectively Unfortunately both aircraft suffered engine malfunctions that prevented them from completshying the race By now Kirkham had left Curtiss and developshyment of the K-12 continued as the new Curtiss C-12 under the direction of Finlay R Porter A year later in 1921 Clemshyent M Keys developed the geared C-12 into the direct-drive CD-12 Refitted with a four-blade Charvay propeller and CDshy12 engines both Model 18-T-1s were returned to service as seaplanes with a new set of floats specifically designed for the aircraft With the new main float the overall length of the Model 18-T-1s approximated that of the float-equipped Model 18-T-2 A further modification was the addition of a new ventral fin and rudder for added stability and control

Fitted with the new floats and entered in the Curtiss Mashyrine Trophy Race in the summer of 1922 the Wasps found themselves in the midst of an event that was plagued by high winds and rain Unfortunately A3325 (painted green

and given the race number 5) flown by Rutledge Irvine was damaged in an out-of-control takeoff and rough bounce which tore the left wingtip float loose Rutledge flew on on the verge of losing control until he crash-landed in a pile of coal near the Detroit Edison power plant Fortunately he was unhurt but A3325 was demolished A3326 (painted yellow and assigned the race number 4) flown by US Marine Corps pilot Lawson H Sanderson did much better taking the lead near the end of the race However fate once again cheated the Model 18s as on the final lap Sanderson ran out of fuel with the finish line in sight

The end of the Model 18-T-1 came during the 1923 Liberty Engine Builders race Now painted orange overall and given the race number 3 A3326 was flown by Ensign DC Allen with Chief Machinists Mate 1G Hughes occupying the observers seat as mechanic Flown at Lambert Field in St Louis the crankshaft of the CD-12 fractured near the end of the first lap Allen made an emergency landing on a nearby muddy field but the Wasp flipped over on its back Both men were again uninjured but the A3326

was completely wrecked thus closing the story on a forgotten but nevertheless interesting and Significant airplane

Charles B Kirkham went on to other things after leaving Curtiss (reputedly he was not on good terms with Curtiss at the time of his departure) He briefly opened an aviation conshysulting concern in New York City before going to Germany in 1920 where he oversaw the completion of all 20 Junkers-Larsen JL-6 Ounkers F 13) all-metal monoplanes that were imported to the United States He then founded Kirkham Products at the old James V Martin facility at Garden City New York where he undertook the subcontracting and manufacture of various machining projects With Harry 1 Booth and Michael Thurshyston Kirkham produced several unique aircraft for such notable people as pioneer aviator Leonard W Bonney (creator of the unique 1927 Bonney Gull) Kirkham moved his business to the Fairchild plant in Farmingdale New York and then to the site of the old Fulton Motor Co in 1934 During 1938 Kirkham went into partnership with Robert Simon forming the Liberty Products Corp but left the company in 1940 to do consulting work He continued to live in Montgomery New York until he passed away at the age of 88 on New Years Eve 1969

Roland Rohlfs who had flown the Model 18-T so brilshyliantly in 1918 and 1919 went on to become operations manager of Aeromarine Airways in the early 1920s before forming Aerial Advertising flying neon light-equipped airshycraft at night that displayed various messages The Great Deshypression killed Rohlfs business venture but he continued to fly on the East Coast before joining the CAA in 1938 and fishynally retiring in 1953 Rohlfs nevertheless remained active in aviation for many years before passing away

Other correct answers were received from Rob Waring Dumfries Virginia Ralph Riedesel Paton Iowa Jack Erickshyson State College Pennsylvania Charles F Schultz Louisshyville Kentucky Wayne Van Valkenburgh Jasper Georgia and CE Hesser St Augustine Florida

Also while we missed mentioning it in the March issue Wayne Van Valkenburgh correctly answered the December Mystery Plane

VINTAGE AIRPLANE 3 7

The following list of coming events is furnisfled to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail tfle information to vintageaircrafteaa org Inshyformation shollid be received four months prior to the eVel1t date

APRIL 27-28-Waco TX-Texas State Technical College(TSTC) 5th Texas Aviation EXPO 2007 presented by The Texas Aviation Association Rve acres of ramp static display A robust agenda of 60 hours of safety seminars vast assortments of vendors showcasing their products and services anticipating 700 to 1000 attendees speakers George D Pinky Nelson former NASA Astronaut and Jw Corkey FornoL movie stunt aviation character COME SHARE THE ADVENTURE wwwtxaaorg

MAY 4-6-Burlington NC-Alamance County Airport (KBUY) VAA Chapter 3 Spring Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843shy753-7138 or eiwilsonhomexpresswaynet

MAY 6-Lock Haven PA-William T Piper Memorial Airport (LHV) Pancake Breakfast Fly-In to Benefit Sentimental Journey Fly-In 8 am-12 pm All you care to eat pancake breakfast $5 Adults $3 chi ldren under age 10 Piper Aviation Museum open for tours Call 570-893-4200 or 748-5123 for more information j3cubkcnetorg www sentimentaljourneyfly-in com

MAY 19-5an Martin CA-Annual Wings of History Aircraft Museum and South County Airport Fly-in and Open House Food oldshytime tractors airplanes EAA Chapter 62 Young Eagles flights and free museum tours 8am-4pm Peggy Jones Event Director Wings of History Air Museum plj4peggyaolcom 831-663-6935

MAY 20-Warwick NY(N72)-EAA Chapter 501 Annual Fly-In 1000 AM- 400 PM all classes welcome Registration for judging closes 100 PM food amp beverages available for info973-838-7485 201shy444-1524 or e-rnail flyin07eaa501 org

MAY 3l-JUNE 2-Bartlesville OK-Frank Phillips Field (BVO) 21st Annual Biplane Expo Info Charlie Harris 918-622-8400 wwwbiplaneexpocom

JUNE SolO-Union IL-Poplar Grove Airport Army Wings and Wheels Info Vintage Wings amp Wheels Museum 815-547-3115 Tom Murray hiwheelsbcglobanet

JUNE l4-17-St Louis MO-Dauster Flying Field Creve Coeur Airport (lHO) American Waco Club Fly-In Info Phil Coulson 269shy624-6490 or rcoulson516cscom www americanwacoclubcom

JUNE 20-23--Lock Haven PA-William T Piper Memorial Airport (LHV) Sentirnental Journey Fly-In Family oriented fly-in featuring antique and classic aircraft of all makes and models especially PIPERS Seminars vendors food camping and entertainment daily Come for the day or the week Call 570-893-4200 or 748shy5123 for more information j3cubkcnet org wwwsentimentaljourneyfly-incom

JUNE 2l-24-Mt Vernon Ohio-Wynkoop

38 APR I L 2007

2007 MAJOR FLy-INS For details on EM Chapter fly-ins and other local aviation events visit wwweaaorgjevents

Sun n Fun Fly-In EAA AirVenture Oshkosh Lakeland Linder Regional Airport (LAL) Wittman Regional Airport (OSH) Oshkosh WI Lakeland FL July 23-29 2007 April 17-23 2007 wwwAirVentureorg

wwwSun-N-Funorg EAA Mid-Eastern Regional Fly-In

EAA Southwest Regional-The Texas Fly-In Mansfield Lahm Airport Mansfield OH Hondo Municipal Airport (HDO) Hondo TX August 25-26 2007 June 1-2 2007 httpMERRinfo wwwSWRFIorg Virginia Regional EAA Fly-In Golden West EAA Regional Fly-In Dinwiddie County Airport (PTB) Petersburg VA Yuba County Airport (MYV) Marysville CA October 6-7 2007 June 29-July 1 2007 wwwVAEAAorg wwwGoldenWestRylnorg

EAA Southeast Regional Fly-In Rocky Mountain EAA Regional Fly-In Middleton Reid Airport (GZH) Evergreen AL Front Range Airport (FTG) Watkins CO October 12-14 2007 June 23-24 2007 wwwSERFIorg wwwRMRFIorg Copperstate Regional EAA Fly-In Arlington EAA Fly-In Casa Grande (Arizona) Municipal Airport (CGZ) Arlington Municipal Airport (AWOl Arlington WA October 25-28 2007 July 11-15 2007 wwwcopperstateorg wwwNWEAAorg

Airport (6G4) 48th Annual National Waco Club Reunion Check www nationalwacoclubcom for more information and contact information Or emailcall Andy Heins 937 313 5931 wacoasoaolcom

JUNE 30-Chetek WI-The Chetek WI (Y23) 9AM car show craft fair and show a professional horse pull and a water ski show Plenty of food and drink available throughout the day For more info contact Chuck Harrison 715-456-8415 fixdent chibardunnet or Tim Knutson 715-237shy2477 n3nknutcitizens-telnet

JULY 6-S-Alliance Oh (2Dl)-Taylorcraft and Ohio Aeronca Aviators Fly-In See the airplanes built in Alliance OH amp Middletown OH and the people that built them Camping motels food all day fbarberalliancelinkcom 330823-1168 bwmatzllacyahoocom 216337-5643 httpwwwoaafly-incom see wwwbarberaircraftcom for airport diagrams Breakfast served Sat amp Sun 7AM to 11AM by EAA Chapter 82

AUGUST 5-Queen City MO-Applegate Airport (15MO) 20th Annual Watermelon Ry-In amp BBQ 2pm til dark Come and see grass roots aviation at its best Info 660-766-2644

AUGUST 5-Chetek WI-Southworth Municipal airport (Y23) BBQ Fly-In 1030am Warbird displays antique and unique airplanes antique amp collector car displays and raffles for airplane rides Procedes will be given to local charities Info Chuck Harrison - Office 715-924shy4501 Cell 715-456-8415 fixdent chibardunnet Tim Knutson - Home 715-237-2477 Cell 651-308-2839 n3nknutcitizens-telnet

AUGUST IS-Forest Lake MN-(25D)-Airport Fly-in and Open House lOam - 4pm 24shyhour gas and 24-hour grass 3000-foot 3113 Forest Lake Lions serve brats corn-on-the-cob and ice cream 100LL is available John Schmidt EAA 250021 St Paul Minnesota 651 776 1717

AUGUST 17-l9--McMinnville OR-25th Annual West Coast Travel Air Reunion Come Celebrate the Rebirth of the Travel Air Expected to be

the largest gathering of Vintage Travel Airs in recent times Held in conjunction with the Northwest Antique Airplane Club Event Info Bruce McElhoe 559-638-3746

AUGUST 19-Brookfield WI-Capitol Ai rport (02C) Ice Cream Social and vintage Aircraft Display VAA Chapter 11 Dean London 262-442-4622

SEPTEMBER I -Marion IN-Marion Municipal Airport (MZZ) 17th Annual Fly-In Cruise-In 700am until 200pm This annual event features antique classic homebuilt ultralight and warbird aircraft as well as vintage cars trucks motorcycles and tractors An all-you-canshyeat Pancake Breakfast is served with all proceeds going to the local Marion High School March ing Band www FlylnCruiseln com Info Ray Johnson (765) 664-2588 or rjohnsonindyrrcom

SEPTEMBER 2-Mondovi WI-21st Annual Log Cabin Airport Ry-In Doug Ward Owner Operator 715-287-4205 Lunch noon

SEPTEMBER 8-Newark Ohio-NewarkshyHeath Airport (VTA) Annual Fly-InDrive-In Breakfast Pancakes and More Young Eagles Flights Vintage Airplanes Classic Cars Tom McFadden 740-587-2312 email EAA402adelphianet

SEPTEMBER 2l-22-Bartlesville OK-Frank Phillips Field (BVO) 51st Annual Tulsa Regional Fly-In Antiques Classics Light Sport Warbirds Forum Type Clubs Info Charlie Harris 918-622-8400 www tulsaflyincom

OCTOBER 5-7-Camden SC-Kershaw County Airport (KCDN) VAA Chapter 3 Fall Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843-753-7138 or eiwilson homexpressway net

October 5-7-St Louis MO-Creve Coeur Airport (lHO) The Monocoupe Club Fly-In amp Reunion wwwmonocoupecom

October lO-l4-Tuliahoma TN-Beech Birthday Party 2007 Staggerwing Twin Beech 18 Bonanza Baron Beech ownersamp enthusiasts Info 931-455-1974

The following list of coming events is furnisfled to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail tfle information to vintageaircrafteaa org Inshyformation shollid be received four months prior to the eVel1t date

APRIL 27-28-Waco TX-Texas State Technical College(TSTC) 5th Texas Aviation EXPO 2007 presented by The Texas Aviation Association Rve acres of ramp static display A robust agenda of 60 hours of safety seminars vast assortments of vendors showcasing their products and services anticipating 700 to 1000 attendees speakers George D Pinky Nelson former NASA Astronaut and Jw Corkey FornoL movie stunt aviation character COME SHARE THE ADVENTURE wwwtxaaorg

MAY 4-6-Burlington NC-Alamance County Airport (KBUY) VAA Chapter 3 Spring Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843shy753-7138 or eiwilsonhomexpresswaynet

MAY 6-Lock Haven PA-William T Piper Memorial Airport (LHV) Pancake Breakfast Fly-In to Benefit Sentimental Journey Fly-In 8 am-12 pm All you care to eat pancake breakfast $5 Adults $3 chi ldren under age 10 Piper Aviation Museum open for tours Call 570-893-4200 or 748-5123 for more information j3cubkcnetorg www sentimentaljourneyfly-in com

MAY 19-5an Martin CA-Annual Wings of History Aircraft Museum and South County Airport Fly-in and Open House Food oldshytime tractors airplanes EAA Chapter 62 Young Eagles flights and free museum tours 8am-4pm Peggy Jones Event Director Wings of History Air Museum plj4peggyaolcom 831-663-6935

MAY 20-Warwick NY(N72)-EAA Chapter 501 Annual Fly-In 1000 AM- 400 PM all classes welcome Registration for judging closes 100 PM food amp beverages available for info973-838-7485 201shy444-1524 or e-rnail flyin07eaa501 org

MAY 3l-JUNE 2-Bartlesville OK-Frank Phillips Field (BVO) 21st Annual Biplane Expo Info Charlie Harris 918-622-8400 wwwbiplaneexpocom

JUNE SolO-Union IL-Poplar Grove Airport Army Wings and Wheels Info Vintage Wings amp Wheels Museum 815-547-3115 Tom Murray hiwheelsbcglobanet

JUNE l4-17-St Louis MO-Dauster Flying Field Creve Coeur Airport (lHO) American Waco Club Fly-In Info Phil Coulson 269shy624-6490 or rcoulson516cscom www americanwacoclubcom

JUNE 20-23--Lock Haven PA-William T Piper Memorial Airport (LHV) Sentirnental Journey Fly-In Family oriented fly-in featuring antique and classic aircraft of all makes and models especially PIPERS Seminars vendors food camping and entertainment daily Come for the day or the week Call 570-893-4200 or 748shy5123 for more information j3cubkcnet org wwwsentimentaljourneyfly-incom

JUNE 2l-24-Mt Vernon Ohio-Wynkoop

38 APR I L 2007

2007 MAJOR FLy-INS For details on EM Chapter fly-ins and other local aviation events visit wwweaaorgjevents

Sun n Fun Fly-In EAA AirVenture Oshkosh Lakeland Linder Regional Airport (LAL) Wittman Regional Airport (OSH) Oshkosh WI Lakeland FL July 23-29 2007 April 17-23 2007 wwwAirVentureorg

wwwSun-N-Funorg EAA Mid-Eastern Regional Fly-In

EAA Southwest Regional-The Texas Fly-In Mansfield Lahm Airport Mansfield OH Hondo Municipal Airport (HDO) Hondo TX August 25-26 2007 June 1-2 2007 httpMERRinfo wwwSWRFIorg Virginia Regional EAA Fly-In Golden West EAA Regional Fly-In Dinwiddie County Airport (PTB) Petersburg VA Yuba County Airport (MYV) Marysville CA October 6-7 2007 June 29-July 1 2007 wwwVAEAAorg wwwGoldenWestRylnorg

EAA Southeast Regional Fly-In Rocky Mountain EAA Regional Fly-In Middleton Reid Airport (GZH) Evergreen AL Front Range Airport (FTG) Watkins CO October 12-14 2007 June 23-24 2007 wwwSERFIorg wwwRMRFIorg Copperstate Regional EAA Fly-In Arlington EAA Fly-In Casa Grande (Arizona) Municipal Airport (CGZ) Arlington Municipal Airport (AWOl Arlington WA October 25-28 2007 July 11-15 2007 wwwcopperstateorg wwwNWEAAorg

Airport (6G4) 48th Annual National Waco Club Reunion Check www nationalwacoclubcom for more information and contact information Or emailcall Andy Heins 937 313 5931 wacoasoaolcom

JUNE 30-Chetek WI-The Chetek WI (Y23) 9AM car show craft fair and show a professional horse pull and a water ski show Plenty of food and drink available throughout the day For more info contact Chuck Harrison 715-456-8415 fixdent chibardunnet or Tim Knutson 715-237shy2477 n3nknutcitizens-telnet

JULY 6-S-Alliance Oh (2Dl)-Taylorcraft and Ohio Aeronca Aviators Fly-In See the airplanes built in Alliance OH amp Middletown OH and the people that built them Camping motels food all day fbarberalliancelinkcom 330823-1168 bwmatzllacyahoocom 216337-5643 httpwwwoaafly-incom see wwwbarberaircraftcom for airport diagrams Breakfast served Sat amp Sun 7AM to 11AM by EAA Chapter 82

AUGUST 5-Queen City MO-Applegate Airport (15MO) 20th Annual Watermelon Ry-In amp BBQ 2pm til dark Come and see grass roots aviation at its best Info 660-766-2644

AUGUST 5-Chetek WI-Southworth Municipal airport (Y23) BBQ Fly-In 1030am Warbird displays antique and unique airplanes antique amp collector car displays and raffles for airplane rides Procedes will be given to local charities Info Chuck Harrison - Office 715-924shy4501 Cell 715-456-8415 fixdent chibardunnet Tim Knutson - Home 715-237-2477 Cell 651-308-2839 n3nknutcitizens-telnet

AUGUST IS-Forest Lake MN-(25D)-Airport Fly-in and Open House lOam - 4pm 24shyhour gas and 24-hour grass 3000-foot 3113 Forest Lake Lions serve brats corn-on-the-cob and ice cream 100LL is available John Schmidt EAA 250021 St Paul Minnesota 651 776 1717

AUGUST 17-l9--McMinnville OR-25th Annual West Coast Travel Air Reunion Come Celebrate the Rebirth of the Travel Air Expected to be

the largest gathering of Vintage Travel Airs in recent times Held in conjunction with the Northwest Antique Airplane Club Event Info Bruce McElhoe 559-638-3746

AUGUST 19-Brookfield WI-Capitol Ai rport (02C) Ice Cream Social and vintage Aircraft Display VAA Chapter 11 Dean London 262-442-4622

SEPTEMBER I -Marion IN-Marion Municipal Airport (MZZ) 17th Annual Fly-In Cruise-In 700am until 200pm This annual event features antique classic homebuilt ultralight and warbird aircraft as well as vintage cars trucks motorcycles and tractors An all-you-canshyeat Pancake Breakfast is served with all proceeds going to the local Marion High School March ing Band www FlylnCruiseln com Info Ray Johnson (765) 664-2588 or rjohnsonindyrrcom

SEPTEMBER 2-Mondovi WI-21st Annual Log Cabin Airport Ry-In Doug Ward Owner Operator 715-287-4205 Lunch noon

SEPTEMBER 8-Newark Ohio-NewarkshyHeath Airport (VTA) Annual Fly-InDrive-In Breakfast Pancakes and More Young Eagles Flights Vintage Airplanes Classic Cars Tom McFadden 740-587-2312 email EAA402adelphianet

SEPTEMBER 2l-22-Bartlesville OK-Frank Phillips Field (BVO) 51st Annual Tulsa Regional Fly-In Antiques Classics Light Sport Warbirds Forum Type Clubs Info Charlie Harris 918-622-8400 www tulsaflyincom

OCTOBER 5-7-Camden SC-Kershaw County Airport (KCDN) VAA Chapter 3 Fall Fly-In All classes welcome BBQ on field Fri Evening EAA judging all classes Sat Banquet Sat Nite Info Jim Wilson 843-753-7138 or eiwilson homexpressway net

October 5-7-St Louis MO-Creve Coeur Airport (lHO) The Monocoupe Club Fly-In amp Reunion wwwmonocoupecom

October lO-l4-Tuliahoma TN-Beech Birthday Party 2007 Staggerwing Twin Beech 18 Bonanza Baron Beech ownersamp enthusiasts Info 931-455-1974

VINTAGE AIRCRAFT

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President Vicemiddot President Geoff Robison George Daubner

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DIRECTORS Steve Bender Jeannie Hill

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Programs and Activities EAA AirVenture Fax-On-Demand Directory 732-885-6711 Auto Fuel STCs 920-426-4843 Buildrestore information 920-426middot4821 Chapters locatingorganizing 920-426-4876 Education888-322-3229

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Phone (920) 426-4800 Fax (920) 426-4873 Web Sites wwwvintageaircraftorg wwwairventureorg wwweaaorgmemberbenefits

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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 for 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 S55 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 $55 per

Current EAA members 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

Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles 877-806middot8902

Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan 866-647-4322 Term Life and Accidental 800-241-6103 Death Insurance (Harvey Watt amp Company) EAA Platinum VISA Card 800-853-5576 ext 8884 EAA Aircraft Financing Plan 866-808-6040 EAA Enterprise Rent-AmiddotCar Program 877-GA1-ERAC

Editorial 920-426-4825 VM Office FAX 920-426-6865

EAA Aviation Foundation Artifact Donations 920-426-4877 Financial Support 800-236-1025

DIRECTORS EMERITUS

Gene Chase LE Buck Hilbert 2 159 Carlton Hd 8102 Leech Rd

Oshkosh WI 54904 Union IL 60 180 920middot23 1middot5002 815middot923middot4591

GRCHAtharttfIJet bllck7acdlst1et

Ronald C Fritz 15401 Sparta Ave

Kent City MI 49330 616middot678middot5012

rFritz(t]lpathwaYllefcum

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright copy2007 by the EAA Vintage Aircra~ Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091middot6943) is published and owned exclusively by the EAA Vinlage Aircra~ Association of the EXperimental Aircra~ Association and is published monthly al EAA Aviamiddot

l ion Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903middot3086 emiddotmail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is $36 per year lor EAA members and $46 for nonmiddotEAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at addilional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903middot3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 emiddotmail cpcrelurnsWdsmailcom FORmiddot EIGN AND APO ADDRESSES - Please allow at least WO monlhs lor delivery 01 VINTAGE AIRPLANE to foreign and APO addresses via surlace mail ADVERTISING - 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

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VINTAGE AIRPLANE 39

Your One STOP Quality Shop

1-888-388-8803 1-780-447-5955

Imported for Skat Blast this economical cabinet assembles in 2-3 hours Connect air hose from your compressor and add Glass Beads or other abrasive Aim trigger power gun (inshycluded) at part and remove rust and paint FAST 22d 3312w 22h work area 12 x 24 lens Requires 7-20 cfm 80 psi and shop vac

Flight Comes ~ALIVE~ Members get in FREE wwwairventuremuseumorg

Phone (920) 426-4818

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40 APRIL 2007

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Call Today For Our New Catalog Exhaust Systems Carb Air Boxes Structural Assemblies Clamps amp Hardware Round Engine Exhausts Engine Mounts Fuel Cells Heaters

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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

(ie 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 (cassadseaaorm 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

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