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GEOFF ROB ISON PRESIDENT, VINTAGE AIRCRAFT ASSOC IATI ON

Spring means fly-ins!

Finally, April has arrived! I re

cently read that this past winter, those of us here in the Midwest experienced the second-longest sustained 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 comfortably inside the hangar. That's the best indication that spring is on its way. I never really believed much in that shadowy, groggy-eyed groundhog test anyway.

Along with spring and its milder weather, it's time again to prepare the trusty old steed for flight. Be sure to take a close look at the old aerial buggy, and don't just kick it in the tires. Give it a bath, rub its belly, and talk sweet to it so it's in the right mood to get you through to the next annual. An hour or so with your favorite instructor is in order if it's been awhile since you've 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 calendar. The efforts to plan for yet another great EAA AirVenture Oshkosh in 2007 find us attempting to figure out how we will ever top the previous year's event. We are now only 100plus days from opening day. Be assured, we are well into formulating and developing a number of new and interesting ideas for this year's 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 Bonanza. As many of you are aware, the first Beech straight-tail actually flew in December of 1945, but it wasn't 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 remarkable record for being the longest continuously produced aircraft model in aviation history. The Vintage Aircraft 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, Florida. Although [ am not often able to attend this event, when I do it's very fun, filled with an abundance of laid-back Southern hospitality. It's a really welcome opportunity to visit with a lot of my Oshkosh aviation 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 www.Sun-N-FlIn.org.

Remember, it's never too early to begin planning your next visit to Oshkosh. Stay tuned to the everchanging events and attractions at EAA/VAA. Visit us regularly at www. AirVenture.org and www. Vintage Aircraft@.org.

AirVenture is the premier avia

tion event of the year. So keep in mind that if you're tired of just being 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 Registration Booth adjacent to the Vintage entry archway near the VAA Red Barn. You can volunteer and be part of the EAA experience. When you go home this year, you won't just say, "l was at Oshkosh, II you'll say, "I was a part of Oshkosh!"

You can even pick your pleasures as a VAA volunteer. Whether it's parking aircraft, flipping pancakes, or helping out in the metal-shaping shop, I'll bet you'll find plenty of interesting activities 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 www.Vi ntageA i rcraft. org/programs/ redbarn.html.

Hope to see you there! EAA AirVenture Oshkosh 2007,

The World's Greatest Aviation Celebration, is July 23-29.

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

Let's 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 & 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 it's 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 EAA's Pioneer Airport Skiplane Fly-In Finally, snow! Real snow! by Ric Reynolds and H.G. 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 H.G. Frautschy

38 Calendar 40 Classified Ads

COVERS

FRONT COVER: Tom Wathen's work to revitalize the Flabob Airport in Los Angeles reaches far outside 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: I'd 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 Director/Editor H.G. 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(dJrlli/ulsprillg.colII Southeast: Chester Baumgartner Phone 727-532-4640, FAX 727-532-4630, e-mail: (ballllllll@milldsprillg.com Central: Todd Reese Phone 800-444-9932, FAX 816-741-6458, e-mail: todd@Spc-mng.com Mountain & Pacific: John Gibson Phone 916-784-9593, e-mail: jOllI1gibsOIr@Spc-lIlag.com Europe: Willi Tacke Phone +498969340213, FAX +498969340214, e-mail: willi@flyillg-pages.com

VINTAGE AIRPLANE

EAA Appeals for Release of Abandoned Aircraft Data

Should a former airplane manufacturer 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 Advisory Council were in Federal Appeals Court in Washington, D.C., 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.

Taylor's attempt to obtain the plans through the Freedom of Information Act (FOIA) was denied in U.S. 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 district 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 legitimate 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 nowhere 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 reason 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 Corporation 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 pertaining 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. Taylor's 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 refer the case back to the U.S. District Court for an evidentiary hearing . "There never was such a hearing on whether or not Fairchild had abandoned the trade secret or confidentiality, which they claim exempts them from having to give up the plans under the FOIA," Riggs said.

The FAA has historically refused to release 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 it's a far-reaching case that we would like to see resolved so people can still get the drawings they need to simply preserve aviation heritage."

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

Meanwhile, as EAA recently reported, the FAA has proposed legislation that would allow the release of abandoned type certificate (TC) or supplemental type certificate data (including blueprints) to individuals upon request, so they can maintain the airworthiness of their Vintage aircraft.

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

We All Need to Work Together to Defeat User Fee Proposal Ifwe're to be successful in the fight

against the government's user fee proposal, general aviation (GA) has to continue to stand together and work through the U.S. Congress to defeat it. And although it was reassuring to hear broad skepticism and bipartisan opposition to the Bush Administration's plan during the initial House Aviation Subcommittee hearing, it's clearly going to be a tough battle.

"We're extremely pleased that several members of the aviation subcommittee share our opposition to the administration's proposed new funding scheme," said EAA's Earl Lawrence, vice president of industry and regulatory affairs. "They realize, as do EAA and the other GA organizations, that this proposal would be incredibly harmful to our nation's aviation infrastructure. We'll 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 (DIllinois) 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 current tax structure when we clearly need to make critical investments now to ensure that our nation's air traffic control infrastructure is robust for the future," Costello said.

Rep. Robin Hayes (R-North Carolina) 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 "un

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 World's Greatest Aviation Celebration at www.AirVenture. org. Look for continual updates on this year's special events and attractions, forums and workshops, accommodations, traveling to Oshkosh, and more. And don 't forget to check out the biweekly EAA AvCast, audio presentations featuring aviation people, events and issues, and EAA AirVenture Updates at www.EAA.org/podcast.

Join EAA at the

World's

Greatest

Aviation

Celebration

July 2329

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 busi

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 pilots 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 7jflyingjindex.html.

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

ing our recent online effort to select the top 10 aviation movies of all time. Now you can vote to determine which one we'll 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 www.AirVenture.org/movie between now and May 2, 2007, and cast your vote!

VINTAGE AIRPLANE 3

wise, " calling for members to Usit together and work this out."

His Michigan colleague from across the aisle, Republican Vern Ehlers (EAA 685118), went a step further, pronouncing the proposal uDead on arrival," also advocating a need to "sit down together and work out longrange solutions."

Rep . Peter DeFazio (D-Oregon) noted the proposed 300 percent fuel tax hike (56.4 cents for air traffic control, 13.6 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 AirVenture attendee, is terribly disturbed by this proposal. "I don't 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 don't see anything but bad news with this."

What can EAA members do? EAA has created www.EAA.org/govt/

index.html, a special section that explains the issue from GA's perspective 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 administration 's funding proposal with Congressman Tom Petri, ranking member of the House Aviation Subcommittee, during the congressman's recent visit to Oshkosh. Petri (R-Wisconsin) represents the state's 6th congressional district, home to EAA headquarters.

UCongressman Petri is well aware of EAA and general aviation's united opposition to the administration's proposal and the potential consequences it would have on aviation," Poberezny said. "Our pOSition is that the present system works. The Airport and Airway Trust Fund is collecting 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 airspace system by the airline industry."

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

EAA Efforts Contribute to Improve Medical Certification Processes

EAA's 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 issuance medical certificate applications meant waits of six months or more.

EAAers should be heartened to know they've played a role in reducing the average processing time for a special issuance medical certificate to 24 days.

Your voices were heard during Marion Blakey's Meet the Administrator Q&A session at EAA AirVenture Oshkosh 2005. The administrator heard from several members about long waits for special issuance medical certificates, leading her to comment, "It's time to do an assessment. We will be taking a look at both the procedures and the resources."

In December 2005, the EAA Aeromedical Advisory Council submitted a list of recommendations to the FAA. Within three months the council was in Washington, D.C., discussing those recommendations with senior FAA staff.

While in Washington, D.C., recently, EAA President Tom Poberezny and senior members of EAA's 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 Aeromedical Advisory Council recommendations. Tilton reviewed each of EAA's 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," Poberezny said. liThe agency has worked hard to address these matters, and we applaud them for their efforts."

Along with the good news on special issuance medical certificates, Tilton reported:

- The FAA is moving toward providing certain clinics and aviation medical examiners (AMEs) the authority to review special issuance certificates and make recommendations to the FAA's Aerospace Medical Certification Office in Oklahoma City. The FAA would then expedite its review based on those recommendations. While this falls short of EAA's "Super AME" proposal that would allow approval authority to individual AMEs, it represents progress toward preventing future backlogs.

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

- EAA also confirmed that extending the duration of third- and firstclass 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 pilots 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 driver's 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 driver's license in lieu of a medical, will support such a system for recreational pilot certificates as well.

4

Ken Kotik Aviation Art Print

Close Auto Parking

Two Tickets to VAA Picnic

Tri Motor Certificate

Breakfast at Tall Pines Cafe

Special FORB Cap

Two Passes to VAA Volunteer Party

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

Editor's Notes: This tenth installment of the "Restoration Corner" is by Dan Neuman, A&P 16234 IA. Dan covers the all-important

Federal Aviation Agency (FAA) paperwork plus proper and legal aircraft markings, inspection of the newly completed 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 Antique/Classic 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. We've reviewed this article and revised it extensively to reflect those changes, as well as the current regulations for markings on the aircraft. - H.G. Frautschy, March 2007

Certification Requirements, Inspection, and Run-up

Certification Requirements, Standard-Normal Category

The owner/restorer of an antique or classic aircraft who desires to obtain a standard airworthiness certificate (assuming that it doesn't already have a permanent airworthiness certificate) for his aircraft in the normal category (U.S. registered) will be governed by Federal Air Regulations (FAR) Part 21, Subpart H. Once issued, the certificate will be effective as long as the maintenance, preventive maintenance, and the alterations are performed in accordance with Part 43 and Part 91, and the aircraft is registered in the U.S. Your airframe and powerplant (A&P) 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 district 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 21.183 (d) (2) (iii)

BY DAN NEUMAN EAA 871, Ale 325

requires that an A&P mechanic will have previously performed a 100hour inspection on your aircraft and found it airworthy.

Many FAA maintenance inspectors possess extensive knowledge and experience 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 suggested that you review the list of all required items with your A&P mechanic before applying to your FAA FSDO.

Certification Requirements, Experimental Category

FAR Part 21 outlines the requirements for obtaining an experimental certificate on an aircraft. Listed are nine different experimental purposes. This author licensed an antique aircraft under FAR 21.191 (d), which is the Experimental/Exhibition category. The applicant for an experimental certificate 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 21.193. The local FAA

FSDO will issue the certificate after inspecting and approving the aircraft and will establish operating limitations as deemed appropriate. It should be mentioned that cur

rently (2007) the FAA does not routinely issue experimental/exhibition airworthiness certificates, and when it does so, the aircraft often has significant operating limitations. Operating limitations are part of any experimental certificates, and those limitations must be taken into account when making a determination as to whether it makes sense to pursue such an airworthiness certificate.

Identification and Registration Markings

FAR Part 4S prescribes the requirements for identification of certificated aircraft and components. This part also prescribes the nationality and registration marking of U.S. registered 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 intended use and age of the aircraft.

FAR 45.21 through 45.33 describe in detail the various requirements . Special rules apply to exhibition, antique, and other aircraft. An interesting provision (45.22) allows the operation of these aircraft without displaying these marks anywhere on the aircraft, under certain conditions. Another provision allows aircraft built at least 30 years ago to be operated with the 2-inch-high registration marks as described in this section. However, the special rules do not allow the operation of this aircraft in an air defense identification zone, in a foreign country (unless that country consents with the operation), or in certain other operations, such as charter, scheduled airline service, etc.

Inspection Previous articles in "Restoration

Corner" have emphasized the need for obtaining the assistance of an A&P mechanic, if you're not so licensed yourself. Your A&P mechanic can supervise your work and he is authorized to perform certain inspections, such as lOO-hour inspections. Annual

inspections on standard - normal category aircraft are authorized by A&P mechanics who hold an inspection authorization. Your local EAA chapter can usually refer you to a suitable A&P mechanic if you don't 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 maintenance, preventive maintenance, rebuilding, and alterations, can be used as a guide for setting up your inspection programs. Appendix D of Part 43 contains an itemized list of all required inspections. It is essential that rebuilding and alteration records can be completed, recorded, and made use of in accordance with FAR 43.11. FAA Form 337, Repair and Alterations, will have to be completed as appropriate.

Appendix A of Part 43 lists major alterations, major repairs, and preventive maintenance. Inspecting your aircraft for conformity with airworthiness 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 manufacturer's recommendations should be followed with regard to proper engine oil, and coolant for liquid-cooled engines. When necessary, reliable engine overhaul agencies can also be consulted. Nondetergent engine oil is usually recommended 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 handprop the engine if it's not equipped with a starter. Likewise, only a qualified person should be allowed to operate the throttle and engine controls.

Some of the older engine overhaul manuals contained procedures for breaking in after overhaul. These procedures 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 temperatures, pressures, rpm, etc., as listed in FAA Engine SpeCifications, Type Certificate Data Sheets, approved operating manuals, etc., as applicable.

V I NTAGE AI RPLANE 7

Can I Just Make Mine Experimental?

Unfortunately, it's not that simple

BY JOE NORRIS

EAA AVIATION SERVICES

On a regular basis here at EAA head aircraft would have to have been certifi hibitions you wish to attend, and you quarters, members ask us if there is cated within one of the other experimen must contact the FAA in advance to fly any advantage to converting their air 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 confactory-built aircraft from Standard cat FAA Order 8130.2F outlines the pro 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 fielddoubt 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 cer "Only FAA-

BringiNew

Horizons Into Focus

TheyE~:::,~~;~~:

on Saturdays and

idly spending time with friends during the previous six years. Instead, these young boys and girls decided to invest their time and energies into a special project at Flabob Airport in Riverside, California. 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. Subsequently, one forlorn and abandoned Aeronca Super Chief, which had become a fixture of sorts on the flightline, was rescued as well. Retired Air Force Col. Al Gester recognized in it the potential for a unique sort of restoration project, which would help achieve the foundation's goal of "education through aviation."

The intent of the project wasn't to

start an A&P school to train student mechanics. It was to develop a program that would build character in young people while promoting teamwork and communication via the technical process of aircraft restoration, with an additional emphasis on citizenship and leadership.

"It was John Lyon, Tom Wathen, and Al Gester who started the program," explains Roger Farnes, adding, "AI wasn't an A&P, 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. I've 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 teen

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 America's production line at the Municipal 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 decidedly 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 wasn't 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 Aeronca's engine inSuper Chief at AirVenture. of bringing an airplane back to life appealed to me because I like building things. I actually teach a class at Flabob now on how to build model rockets," he says, and adds with determination, "and I'm working on my private-I'm almost there."

Anthony Ward of Riverside, California, another participant, has already earned his private pilot certificate . "I was asked by Al Gester to join the program, and I said, 'Of course, sign me up!' I built models, but I didn't realize how detailed (a real airplane) was going to be," he explains with a smile, adding, "we had an original photo of it before we restored 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 disassembled. Some of the parts had been labeled, but not all of them, and the old fabric had been discarded. Farnes quickly put his knowledge and experience 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 proclaims 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 A&P, not to work on an airplane?"

The teenagers developed their skills, hands-on, under the close supervision of their mechanic mentors, who didn't hesitate to make them do something over if it didn't pass inspection. Among other technical tasks, they learned how to use jigs to build ribs, stringers, and formers; work with sheet metal to create a new nose; and rebuild a Continental A-65. When it came time to learn about fabric installation, Jon Goldenbaum and Poly-Fiber were integral to the project. Farnes explains that "Poly-Fiber donated all the materials 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 program, 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 it's very fine work up in there with a needle, and

the guys couldn't have gotten up in there and done it if they wanted to!"

Ward, reflecting on the entire experience, 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 couple of years it started looking like an airplane, and that was our motivation. 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 'you're doing this wrong!' My favorite part was probably the woodwork. I thought airplanes were all metal. And the rib stitching was fun. That was probably the best part of the project, everybody 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 airworthi

ness was finally achieved on July 5, 2006. With its golden-yellow fuselage 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."

Flabob's EAA Chapter One flight advisor, Hal Nemer, happily accepted the honorable duty of test pilot, and shares his account of the Super Chief's 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 always 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 groundand then it just started climbing."

It wasn't 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 NC33712's Spartan instrument panel.

Close-up view of NC33712's tail.

that longtime friend, experienced pilot, and fellow EAA flight advisor Ron Caraway would make the journey as well, enabling them to take turns flying the Aeronca and the Wathen Foundation'S Ercoupe. After a few finishing touches on the Super Chief, Nemer and Ward situated their flight gear on the baggage shelf and climbed aboard, while Caraway and Blaize simultaneously 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 switching aircraft after each flight leg, but that entailed moving gear between aircraft," explains Nemer, "so after 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 important 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, adding, "of course, he was a little bit faster, so he's 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 people, and I was part of that. We followed in an SUV with all the tools and baggage."

According to Nemer, the flight was "long, hot, and over some very desolate country, and it was good to have airplanes flying together over those areas. But there was never any concern that the engine wasn't going to work right; it's just a very strong 65horsepower 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 actually 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 I'd never seen. That was interesting. I've flown in jetliners, and you fly so high you can't 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 during AirVenture 2006 for their restoration of the 1941 Aeronca Super Chief, but there's no doubt that the most significant rewards of the pro

gram were the changes in the teenagers' actions and attitudes, which eloquently convey the Wathen Foundation's mission. "The kids learned a lot, their grades improved, and their parents say they're much better people," says Farnes.

"If I did not come to the program, I have no idea where I'd be right now."

-Andrew Blaize

Ward agrees wholeheartedly. "It's true, it happened. We improvedmainly because of the communication and teamwork and the bonding. I never had an opportunity anywhere else to do that." Blaize echoes that response, explaining, "It motivated us to work harder in other areas. Before this, I did not like working with anyone, 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, 'Saturday? It's my free day.' Then toward the end, it was okay."

Both agree that if they hadn't 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 I'd be right now," reflects Blaize, adding, "['d probably end up being a couch potato or working at McDonald's."

New Horizons New aspirations are often born of

such inspirational experiences, and when those experiences are shared with others they can become a catalyst for change. Step by step, the teenagers embraced the restoration challenge with a youthful pioneering 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 commercial certificate "and hopefully fly for the airlines someday." Blaize has focused on a different direction. After

he receives his private pilot certificate, he wants to "get my A&P license and then try to go to Cal-Poly and get my bachelor's in aeronautical engineering."

As for the Super Chief, it will eventually wind up in the Wathen Museum, 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 he's already been contacted by numerous people who want to know how they can become involved with the program. "So everybody's going to pitch in and see if we can get other programs set up to do the same thing, all over the country," explains Farnes, adding, "in fact, there's a gentleman from Canada that wants to do the same thing in his country-so it's growing."

For those who read success in numbers, these should tell the story: Of 35 young people involved in the program, 27 took flying lessons, 19 have soloed, and 10 have earned their private pilot certificates. One is now attending 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, proclaiming, "it's been a marvelous experience! 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 youngsters 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 following suit as they restore a Stinson 108-3 that was donated for the purpose. For more information on the continuing program, visit www.{labob. org online or call the Thomas W. Wathen 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 9year-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 Corp.'s 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

ble's eye. It was at that moment that he began cultivating a lifetime affinity 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 Culver's 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 following year, Walter Beech and Charles "Pappy" Yankey acquired controlling interest in the company and were actively managing it, with Al Mooney and his brother Art continuing their impressive work there. Culver Aircraft went on to produce several more models-including target drones for the military-with the Culver V-2 being its last in 1947.

Aheodo/tk I~fr!l The sprightly Culver was consid

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 canti

lever, wood wings spanned nearly 27

feet. Elliptical-shaped wings and tail

gave it a chic look while its curved

doors blended right into its stream

lined fuselage. The aircraft featured

semi-monocoque construction, which

a company advertisement of the era

described as "plywood bonded to

gether 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 fast>z UJ

'" ~~:;::~~----------~~ (J) UJ Z a:

~ ~ a: It (J)

NC20949's dataplate reveals the airplane's early manufacture, while Culver Aircraft was still located in Ohio.

est light airplane for a given horse 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 1,305 pounds. Pilot

' I and passenger sat side by side on its tag at the factory was $2,395, and al~ . bench seat and were allowed a total though it was quite capable of aerorI -~ 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 ~iL>.-.~~ ______ mph when powered by a 75-hp Con- of a high-speed dive," explains Trim-'-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. "

~towa!l Oulver Trimble became intimately ac

quainted with flying a Culver V while ''Ididntrealize

attending college in the early 1950s. In fact, it was his chosen transporta

unfiloller I tion between his Missouri home and the University of Arkansas. He thoroughly enjoyed the airplane's speed oIreodg bought and responsiveness.

Nearly four decades later, Trimthe~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 dilapidated hangar. He soon telephoned oi~onethot the owner, engaging him in friendly conversation, and then asked him ifI SI'Af/ in J 940/ he'd have any interest in selling the

-Mark Trimble Cadet. "After a moment's 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 LCA's 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 (s/n 102) was the oldest known Model LCA, and that it originally wore the factory colors of purple and cream. Upon hearing that, Trimble was even more delighted with his purchase. Brandishing a boyish smile, he says, "I didn't realize until after I already bought the plane 16 APR IL2007

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

R!lAwa!l 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 takeoff or he'd be sightseeing off the left side of the paved runway. Trimble wasn't too concerned, though, and didn't heed the gentleman'S 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 Culver's lightweight 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 there's 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. A730). 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 enhancements in mind for it. With the help of Kenny Blalock of Conway, Arkansas, the Culver was soon sporting a Continental 0-200 engine, a new fiberglass cowling in place of the worn aluminum cowling, and Air-Tech fabric and paint. He matched the purple to his mind's eye from 1940, and was helped by a picture of an early Culver Cadet on a vintage Wings Cigarette pack collector's card . Additionally, a new panel accommodated a few extra instruments, including a rate-of-climb indicator and manifold pressure gauge. A new Cleveland brake system was also installed.

ReI'raata6le Gear Serial No. 102 has some quirky op

erating characteristics, which Trimble attributes to its being "hand-built, and there are a lot of things on it that really don't work as well as the later

production models." One such example entails the art of manual gear retraction and extension, which requires 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 displays its unstable tendency as soon as its pilot lets go of the stick. Seethrough panels in the floorboard provide a handy visual check to confirm the gear position-but apparently that's the only easy part.

"You trim the plane carefully before 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. It's a ratchet system, and the gear comes up one notch at a time. You have to keep pulling the wheel hard-it takes both handsuntil 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 IRP L A N E 17

Rear view of Trimble's 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 doesn't work, you just keep trying until it does!"

In. Flight While this Culver offers a chal

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 1,000 fpm climb in a hurry. It's not uncommon for Trimble to take it up to 10,000 feet on a cross-country flight. Of course, the climb rate is hampered by a full load, but he maintains that it's still a good performer and was so even when it had its original 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 5.8 gph. He says he "normally runs around 211/2 or 22 inches of manifold pressure, which is 55-60 percent power, and it'll show 130 mph. If I move it up a little, it'll show 140 mph."

Equally pleasing is the airplane's 18 APRIL 2007

surprisingly benign stalling characteristics, 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!~ny's odverlising slogan, "Its Oulver lOr OrDss-Oounfrg:' docile when it comes to landing. Trimble finds that NC20949 responds better to touching down in a three-point attitude, as opposed to a wheel landing. "If you fly it on and touch the main gear, it'll jerk hard to the right," he says, explaining another of its idiosyncrasies. "This one's gear is canted slightly to the right, so it'll jerk hard in that direction, and there's no adjustment for toe-in. But it touches down around 45 mph, so it's really not a hot airplane on the ground at all."

While out flying on an afternoon jaunt one day, Trimble discovered NC20949's most surprising performance feature. He was flying at 4,500 feet over the scenic, forested mountains just a couple of miles north of Branson when suddenly the little Culver decelerated rapidly. "The motor just died like a heart attack," says Trimble, shaking his head as he relives the moment, "and I thought, uh oh, I'm 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, I'd take one lane of that road. I glided all the way across Branson, and I couldn't believe the glide ratio that airplane had!"

Trimble, who has experienced a total of six engine failures while he's been pilot-in-command, remained calm as he and the Culver flew silently over Branson. Amazingly enough, by the time he crossed the center of the airport, he still had 1,200 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, 'Cul

An efficient design allows the Culver to slice cleanly through the air. The racy little Culver Model LCA created quite a sensation 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 I'm not bragging, because I'm not that skillful a pilot. I was just lucky to have enough altitude! That other guy came in and saw me and said, 'You weren't 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."

Oro.tt-Oountr!l Apparently NC20949 exempli

fied the company's advertising slogan, li lt's Culver for Cross-Country," on at least one historic flight. Trimble cites newspaper accounts that credit his Culver with a record-setting flight more than six decades ago, and he's adorned the Culver's fuselage 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 record for light aircraft that still stands today. Total flying time was 16:40.

Refueling stops were made at Tulsa, OK and Winslow AZ. Total fuel cost was $15.48."

Trimble admits that he 's pondering the possibility of duplicating that flight but remains noncommittal. "I'm 75 years old now; maybe J'll 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. That's 750 miles, and beyond its normal range. And from Tulsa to Winslow is 800 miles."

As for the pilot who made that record flight, Trimble says, "I understand that it was 'Pop' johnson, the same pilot who flew this as a factory demonstrator. After flying this airplane 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 air

plane was forerunner of the very first prewar Swift (the 1941 Globe GC-1, NX17688). just look at a Swift and you'll see the similarities."

AIlinif!llOr Oulvers Even with its quirky operating

characteristics-or maybe because of them-Trimble has a fondness for Serial No. 102. But that's not the only Culver he keeps in his hangar. Nestled between Wacos, a Fairchild 24, a Grumman Widgeon, and various other aircraft in his unique collection are a 1938 Culver Dart GK and a postwar 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." (Superior Aircraft Co. of Wichita, Kansas, is the type certificate holder.)

Trimble delights in flying his aircraft on a regular basis and is rather partial to his Culver models. So perhaps one day soon, when he 's flying 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 Englishman. Thomas was originally an employee of the Avro Co. and then of the Sopwith Aviation Co. Ltd.

Thomas' encounter with Glenn Curtiss during Curtiss' 1913 visit to Sopwith 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 London shop during a downpour on that same day. Thomas then accompanied Curtiss on a trip to Paris, where CurtiSS suggested that Thomas design an aircraft after resigning from Sopwith.

Early in 1914, Thomas sent his design, inclusive of a stress analysis and a list of materials, to Curtiss at Hammondsport (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 equalspan wings of a 30-foot spread and ailerons 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' arrival in the United States). The exact sequence of events is somewhat difficult to determine, but the aircraft was apparently 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 ailerons in all four positions were used.

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

While it's uncertain, it does seem that the Model J was first tested as a hydro 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 reverting 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 observer (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 testing them as genuine land-based aircraft (the prototype Model R, for instance, was flown from the ice with a conventional-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 central 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 bracing 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 acting in the role of a modern-day chase plane. Following this, the aircraft was eventually converted back to its landplane configuration, retaining the revised wing planform. The chord of both wings was 5 feet, the ailerons of the extended 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 1,075 pounds (empty) and the maximum loaded weight was 1,345 pounds (1,635 pounds according to one source, but this may possibly refer to the hydro version).

Only two Model ]'S were built. They were both sold to the U.S. Army Signal Corps. The first as S.c. No. 29 under Signal Corps Order No. 653 (dated 30 April 1914, Contract No. 627). S.c. No. 29, apparently the rebuilt prototype, was delivered to North Island at San Diego, California, on 24 June 1914

for $6,500 ($6,725 f.o.b. 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 19071915, pg 177) claims the delivery date was 28 July 1914. Following its arrival, S.c. 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 J's assembly, installing the 90-hp Curtiss OX V-8 engine 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 louvered cowling (containing nine vertical louvers) extended as far back as the firewall. Curtiss yoke-type aileron controls (standard Curtiss controls at this time consisted of shoulder-yoke-operated ailerons and a centralized wheel that operated the elevators and vertical rudder) were now installed in both cockpits, the cockpit cutouts were deepened 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 landing gear. The wheels and tires were also increased in size (the tires were posSibly 26 inches by 5 inches), and the rear tailskid was shortened and reinforced with side-bracing struts. The prominent nose-over skids attached to the main landing gear struts were now shortened, and the revised cowling was painted a dark color that extended onto the dorsal cockpit decking as far aft as the rear cockpit.

S.c. No. 30, ordered under Signal Corps Order No . 916 (dated 16 June 1914, Contract No. 634), was finally shipped sometime after 27 June, arriving at North Island in early August. S.c. 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 additional 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 consisted of the two Model]'s and four Burgess Model H tractor biplanes. At about the same time, the Model J made its first detailed appearance in the aeronautical periodicals of the day. A detailed 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 September 1914, one of the Model j's appeared on the cover of Aero and Hydro (V 8 N 26), with the caption "Bringing America 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 1/2 miles per hOUL" An additional photo of the Model J appeared in Flying (V 3 N 9. October 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 4,000 feet in 10.5 minutes.

Indeed, the in-depth Aeronautics article does give somewhat different performance 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 4090 mph. The Model OX engine horsepower is also listed as 90-100 hp. By thi s time, Goodier had been able to climb No. 30 in a lightly loaded condition to 1,000 feet in one minute and 2,000 feet in six minutes. This was followed up by Capt. H. LeRoy Muller, who set an American altitude record with No. 30 on 8 October, climbing to 1,000 feet in one minute, reaching 4,000 feet in six minutes, and continuing on to 17,441 fee t in 107 minutes (16,790 feet according to Aero Club of America records) . During the record climb, Muller was forced to reach forward from the observer's seat and manually lean the carburetor at 12,500 feet to prevent a further decrease in rpm (there was no mixture adjustment as there is on modern carburetors). Muller also had to contend with extreme turbulence between 16,000 feet and 17,000 feet. During the flight , Muller burned 14.5 gallons of fuel and 7 pints of oil over a period of two hours and 27 minutes (about 5.91 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 appeared 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 (approximately 350 square feet) as opposed to approximately 300 square feet with the original 30-foot wings. The dimensions of the overbalanced vertical rudder was 30 inches high by 36 inches wide, or about 7.5 square feet in area. The area of the horizontal stabilizers is given as 30 square feet, and the elevators 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 3/32-inch steel. A contradictory climb figure of 400 fpm and a speed range of 45-75 mph is also given. The price, f.o.b., is listed as $7,500, conSiderably more ($775) than the U.S. Army paid for its two machines, unless this is a misprint.

By an odd coincidence, the publication 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 crossing 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 j's, the Burgess Model H's, and a Martin IT of the First Aero Squadron began their flights to compete for the Mackay Trophy, intending to fly from North Island to Los Angeles. Unfortunately, conditions were not terribly good for cross-country flying, and only one Burgess Model H completed the planned flight. Flying No. 30, Lts. Carberry 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 malfunction 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 uncontrolled sideslip cost them 300 feet of

altitude, and another gust forced the aircraft into an uncontrollable vertical dive, from which Muller was able to recover, but not before the aircraft sharply stalled and lost another 1,000 feet. Muller recovered again, but was unable to avoid a partial loop. By this time, No. 29 had suffered damage to the elevator control cables, some of which had snapped. The throttle had also become stuck, and following two more semicontrolled loops, which brought them perilously close to the ocean, Muller was able to cut the ignition (after kicking the throttle quadrant loose) and execute a crash-landing, causing relatively little damage to the aircraft.

After the off-shore emergency landing, Muller was able to pull Gerstner from the front cockpit, which was now underwater. The beach being about Vz mile away, Gerstner attempted to swim for help but returned at Muller's urging. On a second attempt, Gerstner became entangled in a growth of kelp and drowned. Lts. Milling and Patterson, having been forced down earlier in their Burgess Model H (S.c. 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, successfully 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 aircraft being a write-off after six hours in heavy seas.

Following the loss of No. 29, No. 30 continued to be flown throughout 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 . B.Q. Jones began using the Model J for aerobatic experiments, and on 8 June, Lt. Morrow flew No. 30 over the Panama-Pacific International Exposition at night . An additional $2,790 worth of spares was purchased for No.

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

No. 30's career came to an end on 11 October 1915 when Lt. W.R. Taliaferro fatally wrecked the aircraft following a half-loop from which the machine nosed into a vertical dive and crashed into San Diego Bay. Taliaferro's body was recovered, and during 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. Curtiss IN-3s and R-2s were also used as part of Gen. John]. Pershing's Mexican Expeditionary Force, (MEF) in the attempt to rout Pancho Villa's raids into the United States. The design evolved into the IN-2, through the IN-3, the IN-4/6 series UN-4/ A/B/C/Can./D/H/ HB/HG-l/2/D/6H/6-HG-l/2/D-2, and Twin IN), the beloved Jenny, and the OX series of engines (OX/OX-2/3/s and OXX-6) . The successor designs of the Model J flew on for many years, with some still flying today. The U.S. Navy and U.S. Marine Corps were also not strangers to the IN series, operating the IN-4/B/H/6H/HG-l series (postwar as the JNS-l) and the N-9/H series of floatplanes that were strongly based on the Jenny. The U.S. Navy also operated two Twin JNs as floatplanes as AH-64 (later, A-93) and A-198. A U.S. National Archives listing of early U.S. Navy types supplied by the noted naval aviation historian Hal Andrews confirms this fact.

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

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 hydro 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 d'Orcy, mention is made of negotiations for the possible 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 U.S. Navy, and U.S. Army, are apocryphal. Early IN-4s operated by the U.S. Navy were serialed A-ls7 to A-1s9 UN-4B, OXX engine) and A388 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 humbling to think that it all began in late 1913 with a somewhat introverted Eng

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 u.s. Military Aircraft 1908 to April 6, 1917, (four volumes). And, Encyclopedia of u.s. Military Aircraft: The World War 1 Production Program (three volumes). Unfortunately, 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 Curtiss Aircraft 1907-1947, by the late, great Peter M. Bowers, and Curtiss: The Hammondsport 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 ....ip:I,"an'ft -~.

Finally, snow! Real snow!,'1:,/ . ' . ~ . ,/ .~ 01 ~ r.\".\" /' . ::' ,,/

BY R IC R EYNOLDS AND H:G. FRAUTSCHY . ; -.:>

Above: An 9verview of the parking area shows a nice mix of Cessnas, Aeroncas, Pipers, and at least one homebuilt (it's AV~---'!::Io"":. ,the yelloW,. Super,Cuby) among the nearly two dozen airplanes

flown in t~ EM's'Skiplanfi-Fly-ln: . ',I' I.,..~ L I . '/ /r, ~ / ~ I ,.

I

H.G. FRAUTSCHY

Gary Conger flew his Lycomingpowered Aeronca Sedan down from Green Bay. The airplane was restored in Connecticut by Mike Milligan, and Gary's 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 runpeople onboard, the cockpit voice up may think, "Oh, it's 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 he'll be able to "clean it out." later, Clay said "whoa," and then the The only problem is, what's causingpressure-impact was heard. the backfiring and engine roughness is

I couldn't help but wonder as I read not a fouled spark plug but a plugged airspeed alive"the transcripts what the two pilots injector, and now he's forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll. Didn't the fact that things as he limps around the pattern (if he's 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 it's as in the weeds. if there were sirens singing their alluring song from the I think we are all familiar with the saying lilt's 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 isn't 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 wasn't 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 "we're going flying" takes over and, whether the anomaly is noticed or not, the p