vintage airplane - feb 1984

8/12/2019 Vintage Airplane - Feb 1984

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PUBLICATIONSTAFFPUBLISHERPaulH.Poberezny

EDITORGeneR. ChaseMANAGINGEDITOR

Mary JonesEDITCRIALASSISTANT

Norman PetersenFEATUREWRITERGeorgeA. Hardie,Jr.

EAA ANTIQUE/CLASSICDIVISION,INC.OFFICERSPresident VicePresident

W. Brad Thomas,Jr. R. J. Lickteig301 DodsonMillRoad 1620BayOaksDrivePilotMountain,NC27041 AlbertLea,MN56007919/3682875Home 507/373-2351919-368-2291 Office

Secretary TreasurerRonaldFritz E. E. "Buck" Hilbert15401 SpartaAvenue P.O.Box145KentCity,MI49330 Union,IL601806161678 5012 815/923-4591

DIRECTORSClaudeL.Gray,Jr . DaleA.Gustafson9635SylviaAvenue 7724ShadyHillDriveNorthridge,CA91324 Indianapolis,IN46274213/349-1338 317/293 4430

RobertG Herman Arthur R. MorganWl64 N9530WaterStreet 3744North 51stBlvd.MenomoneeFalls,WI53051 Milwaukee,WI 53216414/251-9253 414/442-3631Morton W. Lester AI KelchP.O.Box 3747 66W.622 N. MadisonAve.Martinsville,VA24112 Cedarburg,WI53012703/632-4839 414/377-5886

GeneMorris John R. Turgyan24ChandelleDrive Box229,R.F.D.2Hampshire,IL60140 Wrighlstown,NJ 085623121683 3199 6091758 2910

S. J.Wittman GeorgeS. YorkBox2672 181 SlobodaAve .Oshkosh,WI 54901 Mansfield,OH44906414/235 1265 419/529-4378

ADVISORS

FEBRUARY1984 Vol.12,No.2

Contents3 Straight&LevelbyBradThomasA/CNewsbyGeneChase5 VintagePlaneNotes8 LithesomeLuscombe"Lady Bird"byGeneChase9 Calendarof Events10 TheStinsonL-1 "Vigilant"byNormPetersen12 OlofAndersonandtheChicagoFlyingClub

byRoyRedman15 Restorations:Customizingvs.Modifyingvs.StockbyJoeDickey17 AGlimpseatthePastbyGeneChase18 The"Flyworm" CyclonicAircraft,X-660-EbyGeneChase19 MysteryPlanebyGeorgeHardie20 Lettersto theEditor

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ee Page12FRONTCOVER GeorgeChaffey's 1948Luscombe8Freceivedthe Reserve Grand Champion Classic Award atOshkosh '83. Seestoryon page8. (PhotobyTedKoston)BACK COVER American Eagletwith someinteresting modifications.Notescuffedrightwingtipwithgrassstillattached. Phototakeninlate1930ssomewhereinWisconsinorIllinoisbyHughW. Butterfield(EM 184848)ofMomence, Il. If the registration/serialnumbers ransequentially,the SINcouldbe 1011. Can anyonefurtheridentify theplane? (HughButterfieldphoto)ThewordsEM, ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL


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STR IGHT ND LEVEL

Back in the "old days" when the barnstormers were touringthe countryside, there was always a small kid in the area whooften was so fascinated with the aircraft that he would do almostanything to assist the pilot, hoping to get that free ride. Most ofthe time he did get that ride, for in the eyes of the pilot, this kidwas probably the best word of mouth advertising that he couldget for a nominal expense. We saw it in the '30s and we still seeit today, but in a different atmosphere.Today, we have the age of jets, fast transportation and cruisecontrol for automobiles. "The kid on the fence" , whether in the'30s or today , still deserves the chance to pursue his ambitions;but how many of us actually give him the chance? Too many ofus are too involved in our hobbies, businesses and pleasures toeven look at that "kid on the fence" .Remember the days on that Saturday or Sunday afternoon,when we talked Dad into driving us to the airport, so we couldjust sit and watch the airplanes take off and land? Some of thosetimes, there would be only two or three in the couple hours wesat, and at other times, none, with the exception of the arrivaland departure of an Eastern Curtiss Condor.

Do you remember your first airplane ride? I do There was asmall, fairly long strip alongside the main road on the outskirtsof my town. Occasionally a barnstormer would operate from there,and what a thrill it was to watch; but my time came when Dadtook me to that pasture on a Saturday afternoon and there beforemy eyes was the largest airplane I had ever seen. It had threeengines, one on the nose and one under each wing t appearedto be all metal, with a "wrinkled" appearance on the sides of itsfuselage. Dad bought the tickets and we flew over my hometown,looking out the windows and not attempting to talk over the noiseof the engines and the rattling of the metal body. Yes, I willnever forget my first ride in the Ford Tri-MotorToday, I have an opportunity to help some youngsters whopossibly would never get a ride in an airplane. Up in the mountains of North Carolina there is a camp for whom some peoplecall "problem children". They earn their keep by working andlearning to do constructive things for themselves. I had a callfrom a fellow EAAer a couple of years back. He told me aboutthis camp, what it represented, its purpose, and how he did whathe could to assist these boys to develop int o self-supporting men.He wanted a way to get airplane rides for the boys. After thedetails were worked out, they were brought to our local airport .

By Brad Thorn asPresidentAntique/Classic Division

This is 1984, and what are we, the EAA Antique/ClassicDivision, doing to promote the enthusiasm of the "kid on thefence?" EAA, our parent Association has always been the promoter of leadership for new adventures and the advancement ofsport aviation . Since 1962 when the EAA Aviation Foundationwas established. it has continued to generate activities that promote its purpose of education in the aviation fields . Now it hastaken another step forward by organizing and establishing theEAA Air Academy, for youth 15-17 years of age - those "k idson the fence".Your Division Vice-President, Bob Lickteig, has volunteeredto assist the Foundation by heading up the efforts of our Antique/Classic Division toward this project, not only with funding fromvolunteers, but in assisting with the procurement of volunteersand tools needed to make this venture a success.

During the Antique/Classic Board meeting last November,the initial proposal of this venture was announced by ChuckLarsen, EAA Aviation Foundation Education Director. The response of the Directors was that of overwhelming enthusiasm,and each one offered to do something in one way or another toassist in this new program . We have the expertise, the knowledgeand the know-how to assist the Foundation. What is more in linewith our Division purpose than to be involved in the developmentof the EAA Air Academy

The first Academy session will begin on July 15, 1984 andcontinue for three full weeks, ending August 4, the final day ofthe annual EAA International Convention in Oshkosh. The firsttwo weeks will feature programs on aeronautics , aviation history,shop skills and sport aviation. Also , the students will actuallyconstruct and complete a Monnett Moni tri-gear amateur-builtaircraft. The final week of activities will include participation inthe Convention.It is important to note that only thirty participants can be accommodated in the 1984 session. Possibly many of us know youngpeople who might wish to make an application for acceptance .Some can be supported by their parents, but others, not so fortunate, would need sponsors, such as members of our Division, whosee the need to assist these "kids on the fence" who have a sincere


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~ e w sU ompiled y Gene haseWALTER HUNTER (1906-1983)

On October 17, 1983 another participant in the goldenage of aviation passed away . Walter Hunter grew up insouthern Illinois and learned to fly in 1924. Along withbrothers, John, Kenneth and Albert, they set a flightendurance record of 553 hours in 1930.In 1931 Walter entered the Bendix and ThompsonRaces with a Travel Air Mystery Ship, but an in-flight fireforced him to bailout before the Thompson started. In thelate twenties Walter began his airline career, retiring asan American Airlines 707 Captain in 1966. He resided inSt . Louis, Missouri.For a full account of Hunters Mystery Ship flights seeJoe Haynes article in the February 1983 issue of TheVINTAGE AIRPLANE. (This information from the December 1983 issue of The Texas AAA News.)

SUN 'N FUN '84 UPDATEAllan Duncan (EAA 120698, lC 3570) of Lakeland,Florida reports that the volunteer work parties are mak-ing good progress on weekends in improving the Sun nFun grounds at the Lakeland Airport. Work includes relocating the fencing around the registration buildingwhich should result in a more efficient flow of people.Additional landscaping is being done at the main entrance

thanks to the Winter Haven EAA Chapter 229 providingfunds and the City of Lakeland supplying trees andshrubs.New on the scene this year will be a rare ConvairXF2Y-1 Sea Dart, a jet-powered Navy fighter seaplanefirst flown in 1953. This rare aircraft is on loan to Sun nFun , Inc. by the Museum of Flight in Seattle, Washingtonand is being prepared for static exhibit at Sun n Fun 84.t was on display for several years at the now defunct SSTMuseum at Kissimmee, Florida.

CAN YOU HELP?This isnt a mystery plane because we know it s a

Travel Air 4000, but Paul Stephenson (EAA 24907, lC745), 1839 Childers Dr . NE, Albuquerque, NM 87112 isvery eager to learn more about this specific Travel Air,X4419. Please contact him if you can shed any light what-soever on this plane .

NEW WACO PUBLICATIONRay Brandly, founder and president of the NationalWaco Club, has informed us of the availability in April ofa new book on the legendary Waco Taperwing. Years ofresearch have gone into its preparation and the result will

be authoritlRtive text, approximately 100 rare photos,drawmgs and construction shots. Episodes involving famous Taperwing pilots, including Freddie and Betty Lund,Povey, Art Davis, Johnny Livingston, Joe Mackey,Mike Murphy , Gladys O Donnell and others will be featured . For price and other ordering information, contactRay Brandly, National Waco Club, 700 Hill Ave . Hamilton, OH 45015, 513/868-0084.

FLIGHT LINE PARKINGAT OSHKOSHFor a number of years now, the showplane flightlineat Oshkosh has been limited to EAA members . and toflyable aircraft. We simply no longer have room for unfinished projects. If you want to trailer or tow a non-flyableaircraft to Oshkosh and display it, contact Tom Poberezny


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Vintage Plane otesEditor's Note: In the mid-thirt ies a series of articles byJames G. Thompson appeared in the monthly issues ofWestern Flying Magazine, on the subject of aviationservice and maintenance. Each article dealt with a specificaircraft or engine or combination of both, such as thefollowing ent itl ed The Lambert Monocoupe . This articleappeared in the September 1935 issue ofWestern Flyingand concerned the maintenance of the Monocoupe and theLambert R-266 engine. Although written nearly 50 years

Many different Monocoupe models have been builtduring the eight years of this ship's history, but all arefundamentally the same, late models being refinements ofthe original 'Coupe. Those interested in the specificationsand characteristics of these airplanes are referred to thismagazine s Annual Aircraft Directories.Wings and rigging

The Monocoupe wing is built in one piece, continuousfrom wing tip to wing tip . It is attached to the fuselage at


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ments, one wing has greater incidence than the other.n the outer ends of the wing struts are forked-endbolts by which the strut length can be altered. A universal

link is placed between this bolt and the wing fitting. Thestruts should be adjusted until the wings are free fromdistortion, and have proper dihedral. After attachingstruts, check the incidence setting by placing a straightedge on the lower surface of several ribs, using a level tosee that there is no incidence at any point.Whenever the strut length is altered, make certainthat the head of the bolt through the universal link is ontop.After rigging correctly, it is desirable to wash-outthe right wing slightly to compensate for engine torque.Shortening the front right lift strut from one to two turnsis usually sufficient. When the ship is provided with anadjustable fin , the torque compensation can be made inwhole or part with the fin .Correct for wing-heaviness, if present, by washing-outthe light wing, rather than by washing-in on the heavyside.When replacing a gasoline tank be certain to avoidpinching the aileron cables between the tank and frontspar. There is scant clearance here, and this could easilyoccur.Landing Gear

Early 'Coupes using an oleo landing gear should beinspected frequently for worn landing gear hinge bolts.These bolts wear rapidly unless kept well lubricated. Lubricate at each daily inspection with penetrating oil,made from one part of lube oil and two parts of gasoline.Penetrating oil is preferable for lubrication of such bearings, as the gasoline will carry the oil into the bearing surfaces, cut the grime and dirt , and soon evaporate, leavingthe oil.For the best possible results, the landing gear hingebolts should be drilled for lubrication and fitted with smallalemite fittings of the push-in type. A hinge bolt of 12 inchor greater diameter can be drilled with a Vs-inch greasepassage through its center, without detracting appreciablyfrom its strength.Recent Monocoupes using a cantilever landing gearshould be checked frequently for bent axle struts. Thiscondition will be indicated by slack in the axle bracetie-rod. These struts are rather easily bent in a severeground loop, and even a slight bend will give the ship achronic tendency to ground loop.Hard landings are usually due to improper oil level inthe oleo struts. A filler plug is provided near the top of thestrut with an integral oil-level rod attached to the fillerplug.Some trouble is experienced with spring leaf breakageat the skid-shoe bolt. This can be eliminated by using two

Wheel bearingsThe wheel bearing sleeves wear rapidly, causing faultybrake action and fluttering of the wheels in flight. Themaximum wheel bearing diametrical clearances is 0.055inches, and the desired fit is 0.010 inches with about 0.030inches end-play. When the sleeves become worn beyondthis value they should be replaced with a chrome-molybdenum tubing sleeve of the proper size and gauge to give

the desired fit.f the wheel bearing clearance becomes extremelylarge this may result in wing flutter at air-speeds around100 mph . The airflow over the wheel causes a vibrationor flutter of the wheel on its axle. This vibration is

carried through the structure of the ship, and sets up asympathetic vibration in the wing.

This is not the only possible cause of wing flutter, butis one that would ordinarily be overlooked. The most common cause of wing flutter is improperly rigged ailerons.Control sytem

Remove the inspection plate on the underside of thefuselage and inspect the rudder pedal assembly at eachperiodic inspection. Check for slack and/or chafed cables,and weak rudder check springs. The rudder cables mustnot touch, or failure will soon result. Weak check willcause sloppy action of the dual rudder pedals.The aileron bellcrank pivot bolt tends to wear rapidly.Keep this bolt well lubricated, and inspect frequently forwear. Replace with an oversize bolt when necessary.

The control stick main-bearing bolt must not be permitted to turn in its fitting on the floorboard, or the fittingwill soon wear out. Tighten the bolt until all wear comeson its aluminum bearings in the stick.Service

During daily service operations, particular attentionshould be given the following items:1. Lubricate control and landing gear hinges with penetrating oil.2. Inspect for slack landing gear tie rods.3. Lubricate the aileron bellcrank bearing and thestick main bearing. Where the ship i s used only occasionally, it should be given the equivalent of a daily inspection at the end of every five-hour period.

During periodic (20 hour) inspections, the followingitems should receive particular attention:1. Check the landing gear hinge bolts for excess wear,and replace with oversize bolts if necessary. Make certainthe bolts do not turn in their fittings and that all wearcomes on the bushings.2. The brake cables pass over a number of small pulleys, making turns of small radius. Check the cables care


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The normal dry weight, without hub or starter is 214pounds.Two Scintilla PN-5D magnetos supply ignition currentto the ten spark plugs. Both magnetos are timed to fire 25degrees before top center with full advance or when thepropeller hub keyway is in line with the Mag. Ad. markon the front thrust bearing cover.t is rather difficult to obtain spark plugs that will fireperfectly at all speeds. A plug that is hot enough to keepfree of oil and soot for long periods of idling will tend tooverheat and pre-ignite at full throttle, owing to the highhead temperatures of Lambert engines.Experience shows that best results are obtained withBG 4-B-2 spark plugs. These seem to be the only plugshaving a temperature range that will permit the engineto idle fairly well, and still fire properly at full throttle.

Trouble with cracked magneto mounting shelves isdue to improper mounting of the magnetos and can easilybe avoided. f the base of the magneto is making unevencontact with its mounting shelf, both the shelf and magneto frame are placed under torsion upon tightening andmagneto hold-down bolts, resulting in fatigue of thealuminum shelf and cracks at its corners. The mountingshelves should be checked for cracks at each periodic inspection. f cracks are found, the magnetos should bealigned to prevent future trouble, and the cracks welded.

*~C Y L . / ~NIIH ItING~ T l f l 3 5

""'RJ VG DHGR II FOR LAMBERT E ;l/Gl ,l/ESFire din nuranr a '0 ,/w front .parle plu.. . 1 G boo eT i uud (:onnn i 10bot , . , .ndo

Valves and timingValve timing is arranged so that the exhaust valvecloses at top dead center with 0.060 inches tappet clearance. For normal running, both intake and exhaust valvesshould be given a tappet clearance of 0.010 inches withthe engine cold.Valve trouble can be largely avoided by using highoctane aviation gasoline. The head temperatures of Lam

three inches. Pound on the block until head is loosened onthe barrel , then drive head off by continued pounding. Donot let head drop on floor. Do not attempt to separate headfrom barrel by pounding or prying on outside of bolt bosses .arburetion and lubrication

Mixture is supplied by a single throat Stromberg NAR3 carburetor. The important jet sizes and float levelsetting are stamped on a metal tag riveted to the carburetor. The normal fuel consumption is 0.58 pounds perhorsepower hour.

The intake pipe brace rods must be kept snug at alltimes to avoid vibration breaking the intake pipe betweenthe carburetor and engine.Conventional dry sump lubrication is employed. Theoil pressure at cruising speed under normal conditionsshould be 70 pounds per square inch for a new engine. Anold engine with worn bearings may operate at 50 to 60pounds pressure. Pressures lower than 40 pou.nds orgreater than 80 pounds cannot be tolerated under anycircumstances.Under normal conditions, the oil outlet temperaturewill range between 110 and 150 degrees F, and at no timeshould run over 180 degrees F.Oil pressure may be adjusted by tightening or loosen

ing the oil pressure relief valve located directly below theoil pump on the right hand side . The adjusting screw islocked by a jam nu t. Loosen this, and turn the adjustingscrew out to decrease the oil pressure and in to increasethe pressure. Tighten the jam nut securely after adjusting.The Lambert engine is not provided with an oil screen.The oil sump between cylinders 3 and 4 should be removedand cleaned at each periodic inspection.Heavy oil-pumping upon first starting the engineindicates that the oil pressure pump gears have becomeworn sufficiently to permit oil draining from the reservoirpast the pump gears and flooding the crankcase. The pumpmust be removed and overhauled. This condition can beeasily checked by determining if the oil level in the supplyresevoir remains the same after the engine has been shutoff for several hours.Service

Daily and periodic service routine for Lambert enginesis much the same as for any other small radial aviationengine . However, certain features of the Lambert requirespecial attention and are itemized here.During daily service operations, give particular atten-tion to the following:1. Lubricate rocker arms with graphite grease.2. Lubricate valve springs and guides with valve oil.Oil valve rollers with lube oil.After every five to ten hours the magnetos should be


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Winner of the Reserve Grand Champion Classic Award at Osh-kosh '83 was this 1948 Luscombe 8F.

LITHESOME LUSCOMBELADY BIRDy Gene Chase

Photos by Ted Koston)During his service in the Peace Corps the owner of this

beautiful Luscombe was exposed to aviation in such a waythat he just had to learn to fly and obta in his pilot license.George Chaffey (EAA 149233, N 5343), Pittsburg,California and his wife, Carol served as volunteers in thePeace Corps from 1967 to 1969. They both joined the Corpsafter his graduation from law school and were sent toMonrovia, Liberia in West Africa where he taught in thelaw school at the University and Carol taught fifth gradeat an elementary school.Near the end of their stay George was named administrative officer of an in-country training program covering 14 training sites around the country where newly

George Chaffey and Lady Bird at Oshkosh '83.immediately knew this was the plane for him, and 12years later he still feels that way .His previous flying was limited to tricycle gearedCessna 150s, a Cessna 172 and a Mooney so the first orderof business was a checkout in a taildragger. This wasaccomplished with a CFI at a flight school and later withthe CFI of the wife of a prior owner of 1373B. This instructor was thoroughly familiar with the plane which didmuch to build up George's confidence.The log books are complete back to the day the planeleft the factory in Dallas, Texas. The original paperworkthat also came with the plane included the factory war


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the left wing would have to be completely rebuilt in a jigor else replaced. It had been repaired incorrectly manyyears previously and was not acceptable in the new restoration. t was decided to replace the wing and after locating an undamaged one for sale in Oregon, George travelledthere to pick it up.A unique problem surfaced at th is time during anotherwise straightforward restoration project. When Timand his helper, Randy Kaylor were disassembling theplane, they supported the left wing, removed the lift strut,pulled the wing attach bolts and were dumbfounded whenthe wing refused to separate from the fuselage. To theiramazement, they discovered the top wing skin had alsobeen riveted to the fuselage This necessitated re-installing the attach bolts and lift strut, then drilling out allthe rivets which should never have been set in the first

placeEven though there were lots of dings and wrinkles inthe fuselage, the plane had been treated pretty well andhad not been modified. The instrument panel was reasonably stock although it had been re-painted brown. Fortunately the placards on the panel were retained in theiroriginal maroon color. This color was also found on partsof the panel as well as the firewall , giving Tim the originaltrim color of the Luscombe.Due to the amount of repair and skin replacement onthe fuselage it was decided to paint the entire plane ratherthan leave it with a natural aluminum finish. Anotherreason was that George's shoulder got tired each time hethought of the latter choice Both the Aerospace soft whiteand the maroon are Ditzler Durethane.The location of the original trim markings and numbers was easy to duplicate because the old marks were

etched in the aluminum , so the positioning of these istotally accurate.The wheel pants are the original ones delivered withthe aircraft. George said the pants were "trash when hebought the plane, and he flew 1373B for eleven yearswithout them. But he saved them and Tim Bowers worked

his magic to restore them.Gray was chosen for the interior color as it seemed tobe the best match with the maroon. Gray was an originalcolor used by the factory but other colors were also used.The Continental C-90 engine is the one installed originally at the factory and it's in excellent condition. Thetotal time on the airframe and engine is 2,600 hours, halfof which was flown by George.George cred its Tim as the genius behind the restoration, and stated, "Tim not only possesses the skill to restore airplanes, he also has the heart for it and it showsin his work." The job was completed in ten months and on5/20/83 at 4:45 p.m. George picked up his sparkling newtreasure and flew it to Rio Vista, California where hekeeps the plane hangared. Rio Vista is in the delta areaabout 40 miles east of San Francisco.Although Carol doesn't share her husband's enthusiasm for flying, she is totally supportive of George'sinvolvement and is very proud of the family Luscombe.She is the one who named the plane, "Lady Bird, and isas pleased as George that it received the Reserve GrandChampion Award at Oshkosh '83.

CALENDAR OF EVENTSWe woul like to list your aviation event in our calendar. Please sendinformation to the Editor, The VINTAGE IRPL N P.O . Box 2591, Oshkosh, WI 54903. Information must be received at least two months inadvance of the issue in which it will appear.FEBRUARY 10-11 - NEW ORLEANS, LOUISIANA - Fiftieth Anniversary

of Lakefront Airport co-sponsored by EAA Chapter 261 . Static display toportray fifty years of aviation history. For more information contact JamesA. Riviere, Jr., 604 Chambertin Drive, Kenner, LA 70065, 504/467-1505.MARCH 11-17 - LAKELAND, FLORIDA - Sun 'n Fun Fly-In . Join us for the10th Anniversary of EAA's Spring Celebration of Flight. Contact Fly-InOffice at 813/644-2431 or 813/665-6374, 813/644-9319, 813/665-7955.APRIL 14-15 - WASHINGTON, DC - 3rd Annual Tours of National Air &Space Museum and Paul E. Garber facility . Sponsored by EAA Chapter4 Inc. Dinner with speaker of note. Limited to 200. Contact BernieMeserole , 15216 Manor Lake Drive, Rockville, MD 20853, 301 /4608207.APRIL 26-29 - SEDONA, ARIZONA - International Cessna 195 Club Western Regional Fly-In. Contact Dr. W. W. Rogers, 5716 N. 19th Ave .Phoenix, AZ 85015, 6021249-1616 days, 248-0782 evenings.MAY 18-20 - HAYWARD, CALIFORNIA - Hayward to Las Vegas Air Race.Proficiency air race with no handicap. Student pilots welcome. Factory-builtantique and experimental aircraft capable of flying to Las Vegas in sevenhours welcome. 500 cash prize. Contact Hayward Air Race Committee,20301 Skywest Drive, Hayward, CA 94541 or call Lou Chianese at 415/581-2345 , ext. 5285.MAY 25-27 - ATCHISON, KANSAS - 18th Annual Fly-In sponsored byGreater Kansas City Area Chapter of Antique Airplane Association atAmelia Earhart Airport in Atchison. Pot-luck dinner Friday, Awards banquet


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THE STINSON L 1 "\'IGII.J\Ni"

y orm Petersen(From a Chuck Larsen interview)

The tremendous surge of interest in all phases of "warbird" activity in recent years has fortunately included theliaison aircraft from WWII and later. The subject of thisarticle is l i t e ~ a l l y one of the first aircraft of this type,hence the deslgnatlOn, L-l. The man behind this rare andunique bird is Bill L. Stratton (EAA 147044, WB 2450) of16518 Ledgestone, San Antonio, TX 78232.Bill is a staunch ~ e m b e r of The Alamo Liaison Group(ALG) of San AntolllO whose sole purpose is to locate,p.urchase, restore, preserve and maintain in flying condition, a complete set of World War II liaison aircraft. Withthe only complete flying set known to exist in the worldthe ALG consists of a Stinson L-l, Taylorcraft L-2'Aeronca L 3 , Piper L-4, Stinson L-5 and the Interstate L-6.'The origin of the L-l Vigilant goes back to the Cleveland National Air Races of September, 1938. A demonstration flight at the races by a German Fieseler "Storch"(Stork) S ~ O ~ aircraft r.eally started the Army Air Corpspeople thmkmg. They Issued a requirement for a STOLtype monoplane that would match the performance of theStorch: Prototype contracts were signed by Bellanca, Ryanand Stmson. The latter was designated 0-49 (for observa

(Photo y Roger L. Beery)Lifting off the grass after a shon run, the big Stinson L1 plainlyshows the huge wing of 329 sq. ft. Note counter balances onailerons and large exhaust pipe below left side of cowling.aircraft was exactly what the Army needed.Although the Stinson L-l saw service in every theaterof action, worldwide, during WWII, its duties were somewhat overshadowed by the little 65 hp L-Birds and uponcessation of hostilities, most L- l 's ended up in the scrapheap. Only a very few survived to the present day. Threeare on display in museums: the U.S. Army AviationMuseum at Fort Rucker, Alabama, the Air Force Museumat Wright-Patterson Air Force Base, Dayton, Ohio and theMovieland of the Air Museum in Santa Ana, California.Numerous L-l's were used in Alaska during WWII forsearch and rescue along the routes used by the ferry pilotsflying P-38 and P-39 aircraft to Siberia for the RussianAir Force. Following WWII, several L-ls were convertedto float planes for use in the Alaska "bush".Some of the features that gave credence to such actionswere the excellent STOL characterist ics, large flaps, leading edge wing slots, big, powerful 300 hp Lycoming R-680engine with a controllable pitch prop and a huge 329square foot wing to do the lifting. Mounted on 3500-pound

(Continued on Page 16)


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(Photo by Chuck Larsen)Front quarter view shows large greenhouse with slanted win-dows. Note large flaps and drooped ailerons for maximum liftat low speeds. Landing gear is heavy and rugged.

(Photo by Chuck Larsen)Three quarter rear view of Stinson L 1 shows large counterbalanced tail surfaces which are effective at low speeds workingin the prop wash. Note leading edge wing slats in the openposition.


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Olof Anderson and the Chicago Flying Club's Standard J-1, Axel Swanson, Olof's old roommate in Sweden, preceded himcirca 1925. to America. Ole and Axel became partners in a Jenny whichthey purchased for 300 at Linton, NO

~ e : f ~ ~ AND THE CHICAGO FLYING CLUBy Roy Redman(E 83604, le 6600)R 3, Box 208Faribault N 55021

Photos courtesy of Olof Anderson except as noted)The afternoon of June , 1925 found the members ofthe Chicago Flying Club at the club field. They visitedquietly in the warm spring sun , each masking excitement.The smooth, low purr of an OX engine turned all eyessouthward, and soon the long graceful wings of a J 1

Standard passed overhead. After a perfect landing theStandard taxied up to the anxious group, shut down, andthe pilot crawled out. He was a tall , slim fellow with anengaging smile. The club's first aircraft had arrived.Olof Anderson was in the group that greeted the Stan-dard. Olof, called Ole by his friends that day and forever Swedish Albatross, circa 1920-1922.more, had been in this country since 1922 and had aviationin his bones. He had been a mechanic in the Swedish irForce at Malmslatt near his home in Linkoping. Hisfriends and roommates at Malmslatt, Ole Fahlin and AxelSwanson, both Swedish Air Force pilots, soon followed


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Ole Fahlin flying an Albatross in Sweden. Photo by Olof Anderson from rear cockpit, circa 1922.with discussions about ra ising money to buy an airplane.There was a small membership fee, and a set of tiny wingsfor the proud new members, but no airplane. The recruitment of one Eugene T. Coutellier solved this problem,however. He not only shared an interest in aviation , hehad money. Arrangements were made for Coutellier tobuy an airplane and rent it to the club for the use of itsmembers.Coutellier bought an OXX-6 powered J-1 Standardfrom Robertson Airways in St. Louis, Missouri . The clubset up a flying field near Irving Park Road and River Roadthat had previously been a pasture. t was about onefourth mile square . A Robertson pilot was to deliver theplane.After the Standard arrived the club hired NorrisGathercoal and Earle Banker to instruct the members andalso to fly charters and passenger hops. An OX-5 Canuckwas acquired and the presence of two aircraft began toattract more members. Most were students like Ole, butthere were a few with more experience.Mike Drabik came to the club with a considerableamount of time in the air - enough to be listed as aninstructor. See the ugust 1982 issue, page 13 of TheVINTAGE IRPL NE for more about Mike Drabik andthe Chicago Flying Club . G.R.C.) Ole recorded a flightwith him on July 5, 1925 in the Canuck. On this day ananxious father had brought his blind, deaf-mute son to thefield at the suggestion that some time spent at altitudemight cure his malady. Mike flew the Canuck while Oleheld the boy in the front cockpit. As they climbed, Olewatched the boy who seemed to be enjoying the flight, but'showed no sign of change. After cruising at 4500 feet fora time Ole signalled to Mike, and they returned to thefield . The flight had done little more than give the boy

(L-R): Mike Drabik, deaf mute boy and the boy s father on 7/5/25The boy was flown in the Canuck to an altitude of 4 500 feetin an attempt to cure his condition.

John Hinkley s first flight in the club s Canuck ended like thison 7/5/25


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Earle P Banker, one of the Chicago Flying Club instructors wasa former army flying sargeant and mechanic with 500 flyinghours. He was one of three club members lost on a flight acrossLake Michigan in the club's Standard in late June, 1927.He had found a Jenny they could buy for $300. t was notthe best . t had a hybrid fuselage built in South Dakotaand a tin windshield for the rear cockpit - but it flew andthe price was right. Ole joined him in Linton, NorthDakota where they completed the purchase and startedbarnstorming. The date was November 1, 1925.The course of Ole's life was never to leave aviationafter this. The wings of the CFC were set aside for yearsof barnstorming , charter flying, air ambulence , and finallythe U.S. Air Mail wings of Northwest Airlines. The CFChad a profound effect on others as well . Vic Lundbergbecame a crew chief with American Airlines, and MikeDrabik recently retired from a similar position at United.On that memorable day in June, when the Standardfirst arrived the pilot was surprised to find the club hadno regular instructor . He suggested that he stay throughthe weekend to offer each member a flying lesson. Ole'stum came at noon on Sunday, the 21st. That was lunchtime for the pilot and in order to save time he called fora sandwich to be brought to the airplane. Armed withsomething to eat and with Ole in the rear cockpit, he

T . l f f/~Ole Anderson's Chicago Flying Club membership card. Theback side contains a record of the member's experience in clubaircraft. This record did not replace the pilot's log book. One ofthe members was named club flight instructor when he reacheda total of 30 hours

Q' ; ~ . _t---- --+ -


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RESTORATIONS:CUSTOMIZING VS MODIFYING VS. STOCK

(Or "How Purist Can YouAfford to Be?")By Joe Dickey(EAA 62186, AlC 4169)

AERONCA A VIA TORS CLUB511 Terrace Lake RoadColumbus, IN 47201Editor's Note: This article originally appeared in the No .2, Summer 1982 issue ofThe Aeronca Aviator, the newsletter of the Aeronca A via tors Club published by Joe andJulie Dickey. Although the subject matter is Aeroncaaircraft, the advice is pertinent to all aircraft restorationprojects . G. R. C.

The restoration of an Aeronca should be preceded bymuch thought and planning. You should have a very clearidea of the airplane you want as a result ofyour effort andcash, then work toward the goal.The present trend of restoring Aeroncas to as stock,factory-new is commendable and produces a valuableairplane if well and authentically done. Such a restorationmay also be the most difficult and expensive . Authenticparts, trim pieces, instruments, etc. are very hard to findwhether original or reproductions.But such a restoration is worth the effort and expenseas an investment, if for no other reason. A truly authenticAeronca has a wide appeal and can always be sold for topdollar.At the other extreme are Aeroncas (usually Champs)

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so "modified" as to be unrecognizable. These are an at tempt to defy the laws of physics and convert an Aeroncato a "poor man's Bonanza". The modifications go farbeyond a big engine and usually include gyros and radiossufficient to do a 747 proud. Such machines are interestingtechnical exercises, but prove a disappointment more oftenthan not.There are cases where extensive modifications makesense, of course. Bill Pancake's full-IFR Champ whichwon Custom Classic at Oshkosh is very well done andserves as a flying advertisement for his business. Andeven I, a confirmed and dedicated radio-detester, mustadmit a perverse pleasure at the thought that someonehas a Champ that can legally operate at O'Hare Moreimportantly, Bill's Champ could be returned to stock.Between the extremes are the customized Aeroncas.

Most Aeroncas fall into this category and are the result ofpractical, "keep it flying" restorations. The custom touchesare usually cosmetic - a paint scheme or a bit of interiorfix-up - and reflect the owner's taste or an attempt tobetter suit the airplane to his intended use.I see nothing wrong with such customizing if it doesnot prevent the airplane from being returned to stock, andif it is done in a safe and legal fashion. The danger ofcustomizing is that so much weight will be added that theairplane will become legally a single-place machine.Aeronca did a superb job of building a minimum airplanewith maximum performance. Most anything one adds tothe machine will reduce performance.I can speak with some authority on the subject ofcustomizing, because we fly a h ighly customized 7AC. Theairplane suits our purposes (travel and touring) perfectly.The custom touches make it quieter and more comfortable.But it will not climb like a stock Champ, nor is its shortfield performance anything to brag about. There is simplyno free lunch. Any modification which produces one bEm-efit is very likely to cost you elsewhere .The only solution is for every Aeronca Aviator to haveat least four Aeroncas:Aeronca 1 would be an absolutely authentic stock restoration to be taken to airshows and to be used only tohaul home trophies.Aeronca 2 might be a "minimized" Aeronca built aslight as possible and equipped with a climb prop and bigtires for bouncing through the boonies where you wouldnot dare take Aeronca 1 for fear of getting a bug on it.Aeronca 3 should be a nice custom, optimal for longdistance flying - a "Touring Aeronca" if you will - with acomfortable interior, soundproofing and pretty enough toassure good service and lots of attention at fuel stops.Aeronca 4 might not be an Aeronca at all. It might bea replica, an experimental upon which all our wilder ideasmight be tried. Its real value would be to prove just howgood a job the Aeronca folks did with the originals, but

STINSON L 1 VIGILANT(Continued from Page 10)displacement floats (7000 total), the L-1 is an exceptionalfloat plane, especially when called upon for stretcherduties in medical emergencies.When Bill Stratton discovered the L-1 (N1704E, SIN41-18915) for sale in Alaska, he journeyed to Anchorageand finally concluded a deal for the big bird. I t was takenoff the floats and with the wheels installed, it was flownto San Antonio and delivered to Bill on May 27, 1982.Now the hard work began. The big Stinson was takendown to the bare air frame and sandblasted to bare metalso every part could be inspected. Slowly, the reassemblybegan as each additional part was finished and installed.The doors, cowling, struts, etc. were all rebuilt and refinished and all new glass and fabric was installed.

A trip to the Air Force Museum at Wright-PattersonAFB resulted in the many details of a documented, authentic paint scheme. Accuracy is the name of the gameand the ALG wants to be as original as possible. Even themanufacturer's data plate is installed. As the L 1 (0-49)was built prior to WWII, the plate says "U.S. Air Service"rather than U.S. Army Air Corps.In 1983, the L 1 took its place in the formation ofsix L-Birds that form the Alamo Liaison Group and ithas been seen by many thousands of interested spectators.For "doing its thing in front of a crowd, the L-1 is anatural with its very short takeoff run and steep climb-outall done to the sweet, low rumble of an R-680 Lycomingradial engine.While Bill Stratton was rumbling around Alaska buying the L-1, he chanced upon a second L 1 in Nome(N1377B, S N 41-19015). Bill bought this basket case alsoand had it hauled to San Antonio in case parts wereneeded in the other rebuild. As this machine is nowsurplus to his needs, Bill says it is for sale. If you areinterested, call Bill at 512/494 8678.Vital statistics of the Stinson L 1 Vigilant are listed as:Engine . . . . . . . . . . . . . . . . Lycoming R-680 (300 hp)Wingspan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.9 ft .Length . . . . . . . . . . . . . . . . 34.2 ft.Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329 sq. ft.Empty Weight. . . . . . . . . . . . . . . . . . . . . . . . 2670 lbs.Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 3400 lbs .Top Speed . . . . . . . . 122 mphCruise Speed . . . . . . . . . . . . . . . . . . . . . . . . . 110 mphStall Speed . . . . . . . . . . . . . . 32 mphRate of Climb . . . . . . . 1160 ft .lmin.Contract Price (delivered) . . . $25,420


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This column was initiated in last month's issue ofThe of the same problems exist today.VINT GE IRPL NE and gives insight as t the prob- The following article originally appeared in the Aprillems facing those in aviation nearly sixty years ago. Some 27, 1925 issue of VI TIONMagazine.

Bringing Flying to the UserThe gradual but steady growth of the number of newrecruits who are getting flying instruction is shown by theincrease of the flying schools which are advertising in ourWhere to Fly page. Twenty-two schools are now running

their card and their fields are scattered from coast tocoast. There are probably several reasons for this increaseand they all show a healthy tendency in the growth ofourcommercial aviation .Gradually the itinerant or gypsy flier is becoming afixed base operator, that is, he has a permanent operatingbase with a hangar and repair facilities about which hecenters his operations. This in turn gives him a morestable and responsible position financially and also makesit possible for him to give a course in training of whateverlength is desired. The fixed base also enables him to keephis ships in better condition and the repair work which isgoing on, especially during the winter, is very valuable tothe student.Probably the most important factor, however , is thefact that the war-trained pilot who has not flown since thearmist ice is no longer fit to take up piloting on a moment snotice. The competition of the thousands of young menwho got free training during the war is steadily disappearing and to the flying school this is just as important as is

of commercial planes. A new generation of pilots is beingreared in the ways of commercial flying and not in theways of wa r .There are still large areas where no training facilitiesare available, in fact whole states have no flying schools.Under the new conditions which are dawning there isbound to be a growing demand for training but for sometime there will be little groups of people in outlying dis

tricts who wish to learn to fly but cannot leave theirhometown.In order to solve this problem certain California instructors fly to their pupils instead of making their pupilscome to the base field . The instructor s permanent fieldmust be near a large city where there is a steady volumeof business but if he does not go out from the base he islosing a lot of revenue . Where a group of two or threestudents can be organized in an outlying town the instructor flies out and charges the students only for the instruction actually given. On the cross country trip the instructor often brings one of the students from the base field forcross countr y training and covers part of the cost in thisway.

This idea certainly spreads the interest in aviation andif groups of students can be organized it will prove profitable as well and is a thing to be encour aged by the manufac


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19/24

brainchild and the handiwork of an inventive citizen mounted on a triangular base of tubular construction,named Paul Maiwurm. He was a big fellow, usually pleas with three wheels. The barrel-shaped cylinder, about sixant, but very stubborn and apt to get riled if someone feet long and four feet in diameter, was cradled in abelittled his inventive efforts. shaped yoke in which it could rotate. The cylinder couldImbued with the great public interest in aviation, be tilted for takeoff and landing. Around the cylinder wasMaiwurm dreamed up a radically new idea for an aircraft a heavy rope held in place by a groove, and in the bightdesign. He first demonstrated it by using an ordinary at the bottom of the rope sheave was the power plant, acylindrical oatmeal box from which both ends had been rotary air-cooled engine. The pilot's seat was on the trian-removed. On the inside of this cylinder, he had fastened gular frame under the engine.a one-inch spiral of cardboard, like an endless screw. He While the crowd gawked and the newsreel camerasheld this device above his head, gave it a twist, and a ground, Paul and his helpers tied the machine firmly to aforward fling, and it sailed almost a block down the street. telephone pole so it couldn't become airborne. Then theMaiwurm decided to build a passenger-carrying air engine was started and the cylinder began to rotate slowly.craft on this same principle. He called it the Fly-Wurm. Paul prepared to climb into the pilot's seat. At that inWe called it the Flying Concrete Mixer - but not within stant, the yoke sheave broke and the engine landed withPaul's hearing. a crash right where Paul had intended to sit. The showBy various and sundry means, Paul set up his work was over.shop in the Mission Beach Amusement area . Here he But Maiwurm was a stubborn man . He insisted hisproceeded to labor with pipes, pulleys, rope and other gear design was practical and he would build another one . Tofor several months. Finally, he announced that on a cer raise funds for this, he arranged to offer interests in histain day, he would unveil and demonstrate the completed invention to patrons of some of the smaller theaters. TheFly-Wurm. When this big day arrived, it so happened authorities took a dim view of this and ordered him toseveral newsreel camera crews were in town, so they de cease and desist. This so discouraged Maiwurm that hecided to shoot Paul 's show. left San Diego.A considerable crowd was on hand when the contrap Nothing more has been heard of the Flying Concretetion was wheeled out onto one of the parking lots. Paul's Mixer, or should we say, the Fly-Wurm aircraft looked for all the world like a concrete mixer

MYSTERY PLANEy eorge Hardie

Beginning with the first flying boatbuilt by Glenn Curtiss in 1912, designers have attempted to achieve theperfect machine, adding retractablewheel landing gear to make the aircraft amphibious to extend its usefulness. The example shown here wasbuilt in the late 1920s and was onemanufacturer's attempt to tap thegrowing aviation marketing boomresulting from Lindbergh's successfultransatlantic flight . The photo wassubmitted by member Steve Hay, Sr. ,who with several partners, was considering purchasing the aircraft.Answers will be published in the May1984 issue of The VINTAGE AIRPLANE.


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LETTERSDear Gene:As you know, we are restoring a Boeing P-12E and arelooking for any pieces, bent or bad, good or burned inother words just about anything we can get our hands on.Currently the Boeing is in the shop at Clover Park VoTech where they are removing and rebuilding pieces on aone-at-a-time basis.One thing that has us stymied is the old time cowlfasteners as used on T-Crafts and many other oldies including the Boeings. Do you have any idea who madethem or who might have them?Please let me know if you can help.Sincerely,Dick Baxter(EAA 13954, AlC 2739Spencer Aircraft Industries, Inc.8410 Dallas Avenue South

Seattle, W A 981082061763-021 0Dear Gene:Got a note today from Roy Redman about using typeclubs as source material for VINTAGE articles. Greatidea The AERONCA AVIATORS CLUB will be glad tohelp. We will kick off the contribution with the packageenclosed, containing copies of all PPA and AAC newsletters to date. We will also put you on our mailing lists, soyou will get both newsletters regularly well, as regularly as we print them anyway.Take a fast pass through the newsletters. You mayfind something you can use as-is or whip into shape witha minimum of blue pencil work. If anything catches youreye that you would like expanded, reworked or taken froma different direction, let me know. I would be glad to takea stab at it .I should note that Pea Patch Airlines is not a "typeclub". PPA was set up primarily to encourage and sponsorair touring for all sorts of aircraft. PPA is also a smallbusiness, selling odds and ends to support the fun activities and, to some degree, the AERONCA AVIATORSCLUB, a division of Pea Patch Airlines. The finances or,more to the point, lack of finances of a type club couldmake an important (and depressing and hilarious) articlesomeday.Use what you can, let us know how we can help andbe sure you will see more coming. So far (thank goodness ),we have more than we can use.

Dear Gene:Apparently I short-changed you on data regarding theJim Vliet photo of the Folkerts SK-3, used on the backpage of the December 1983 VINTAGE. So let's fill it in ,as best as possible.That photo was taken inside the H. C. Robbins hangar.I t was this hangar that I failed to identify on page 10,second paragraph, November issue of VINTAGE. H. C.Robbins was the Waco dealer in Cleveland.

The aircraft you asked about is Clem Whittenbeck'sradial-engined, straight-wing Great Lakes, that was usedas a replacement for Al Williams and the Grumman Gulfhawk. In the photo,just ahead of the Folkerts spinner, youwill see another plane against the far wall. That is theHardwick-Whittenbeck Special (ex-Folkerts Matilda),with the Fordon-Neuman logo painted on it.I can't recall when this logo was put on, just sometimeafter the photo that was used in the story.Cordially,Ted Businger

(EAA 93833, AlC 2333Rt. 2 Box 280Willow Springs, MO 65793P.S. The news of Ken Flaglor's Gee Bee "Y" sure is excitin g

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THE JOURNA L OFTHE EARLY AEROPLANE

S.l\MPLE ISSUE 415 CRESCENT RD. POUGHKEEPSIE. N.Y. 12601

CLASSIFIED ADSRegular type, 50 per word; Bold F _ per word; ALL CAPS,60 per word. Rate covers one insertion, one issue; minimumcharge, $8.00. Classified ads payable in advance, caah with order.Send ad with payment to Advertising Department, The VINTAGEAIRPLANE Wittman Airfield. Oshkosh. WI 549032591.

ACRO SPORT - Single p l ~ e biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans,includes nearly 100 isometrical drawings, photos andexploded views. Complete parts and materials list. Fullsize wing drawings. Plans plus 88 page Builder's Manual- $60.00. Info Pack - $4.00. Super Acro Sport WingDrawing - $15.00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 414/425-4860.ACRO II - The new 2-place aerobatic trainer and sportbiplane. 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views.Plans - $85.00. Info Pac - $4.00. Send check or moneyorder to: ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130. 414/425-4860.POBER PIXIE - VW powered parasol - unlimited inlow, cost pleasure flying. Big, roomy cockpit for the oversix foot pilot. VW power insures hard to beat 3 f2 gph atcruise setting. 15 large instruction sheets. Plans - $45.00.Info Pack - $4.00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 414/425-4860.

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~ e v i e \ \ S "Magnificent" - Gordon Baxter "One of the Nation's Most Impressive Aircraft Museums"A viation agazine "Surely One of the Finest Indoor Aviation Displays in the World"Flight International "Sport Aviation Has a Home " - Budd Davisson " ..A True EAA Mind Blower. There Is Not a Museum on Earth ThatCan Teach EAA Anything " - Air Progress "It Is a Noble Effort, and Well Worth Your Visit" - Flying "This Is The Walden Pond of Aviation" - Cliff Robertson

The International Aviation Community Salutes the Work of the EAA Aviation Foundation.


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vintage airplane - feb 1984

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