STRAIGHT AND LEVEL
By Brad Thomas . President
Antique/Classic Division
The old adage "April showers bring May flowers" should be translated to mean "When it rains, it pours" for April not only brought showers but torrential downpours both in the west and in the south and east. The flowers may be few and far between because they were probably washed away in the floods and downpours. The fall of 1982 was basically mild; early winter was better than normal and then when things were expected to break for spring, all heck broke loose. Books have been written about weather, schools teach the basics as we know them today, but it is still difficult to accurately forecast these abnormal conditions that con tinue to plague us. Of course excellent advancements have been made in reporting and forecasting weather conditions for both pilots and farmers. Information can be obtained from Flight Service Sta tions, the National Weather Service, the local continuous reporting stations now in operation, the early morning AM Weather on TV, and, oh yes, The Farmer's Almanac. Many who fly are strictly VFR pilots, while several of us are IFR rated and have to work hard at staying current. Corporate pilots are able to stay current as they and the airline and commuter crews fly daily under most conditions. Most airlines have their own weather reporting facilities and their routing managers have their own reporting informa tion to verify the current conditions. The corporate crews and we other IFR pilots must depend upon the FAA facilities to advise use while plan ning our flights. Without fail, we must file and get a clearance from an FAA facility before proceeding on an IFR flight . If a VFR flight plan is initiated, certain ~onditions must be met at the beginning and completion of the flight . A VFR flight plan is not mandatory but should be used as an aid to safety; if a problem arises, the FAA is keeping track of you, and if your estimated arrival time has passed, a search is initiated. If the pilot is flying IFR and leaves the radar scope or misses the next reporting point, the situation is known immediately. This definitely gives the pilot a secure feeling to know that someone is following his flight . We frequently go for short distances in CA VU conditions without a flight plan, but even when this type of flight in undertaken, someone should be advised of our destination . Very few of our antique and classic aircraft have IFR capabilities so most of us depend upon VFR conditions when we fly. Before long many of us will be flying our aircraft to fly-ins including the EAA International Con vention at Oshkosh. Some will make short trips, but many will be departing from such distant points as California, Florida and those states in between.
What type of weather reports are we going to obtain? First we should obtain a complete briefing from a FSS specialist for each leg of the route , and then file aVFR or IFR flight plan. If you have access to the AM Weather programs on TV on Mondays through Fridays, it is a good idea to follow them for a few days before your departure, and pay particular attention to the extended forecasts . This will present a fairly accurate picture of the move ments offronts and pressure systems that develop . Do not, under any circumstances, depend upon the forecasts with out alternative plans for each leg of the flight; you should always have an alternate destination in mind. Never be afraid to make the 180 turn and return to satisfactory conditions when the need arrises. And when you are really getting into trouble, do not wait until the last minute to communicate via radio with the nearest facility. Many of us must admit that, at some time during our flying careers, we have been temporarily disoriented or just plain lost, and this is no disgrace! The fly-in season is now upon us and it appears that spring has finally arrived. Those who plan fly-ins have selected and published the dates, and are on needles and pins during the few days preceding the opening date. To try to predict the weather months before is impossible so you rely on "past experience" and good 01' guesswork. When dawn breaks on the first day of the fly-in and the local weather conditions are clear and mild, it is time to heave a sigh of relief and begin expecting the early arri vals. Old Man Weather will always be with us and fortu nately, we continue to see advancements in the accuracy of weather reporting and forecasting . As long as we can't control the weather we learn to adapt to it. On another subject, we in the United States will have the least regulated and controlled flying privileges for sport and recreational flying in the world. EAA and the Antique/Classic Division will continue to promote con structive and progressive proposals for the improvement of sport flying, for now and the future. Frequently hurdles have to be jumped and at times the road becvmes bumpy, but our intentions are always positive and we trust that in the days to come, some will look back and thank us for our efforts. • 0
PUBLICATION STAFF PUBLISHER
Paul H. Poberezny
EDITOR
Gene R. Chase
MAY 1983 • Vol. 11, No.5
MANAGING EDITOR
Pat Etter
COPYRIGHT ~ 1983 EAA ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED
EDITORIAL ASSISTANT
Norman Petersen
FEATURE WRITER
George A. Hardie, Jr.
Contents EAA ANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President
W. Brad Thomas, Jr.
301 Dodson Mill Road
Pilot Mountain, NC 27041
919/368·2875 Home
919·368·2291 Office
Vice President
Jack C. Winthrop
Route 1, Box 111
Allen, TX 75002
Secretary
M. C. " Kelly" Viets
Route 2, Box 128
Lyndon, KS 66451
Treasurer
E. E. " Buck" Hilbert
P.O. Box 145
Union, IL 60180
214n 27·5649
913/828·3518
815/923·4591
2
Straight & Level by Brad Thomas
4
A/CNews by Gene Chase
5
Mystery Plane by George Hardie
6
Charles H. Hubbell 1899-1971
Page 6
by Bob Wilson
9 10
Calendar of Events A. C. "Charlie" Miller - Pilot and Master Craftsman, Part 3 by Ted Businger
16
Golden Oldie - Farman Sport by Gene Chase
DIRECTORS Ronald Fritz
15401 Sparta Avenue
Kent City, MI 49330
6161678·5012
Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324
213/349·1338
16 17
Members' Projects The Search for "Lady Southern Cross"
18
Otto Heyer and Schellville
by Gene Chase
Page 10
by Bill Ewertz
21
Letters to the Editor
Dale A. Gustafson
AI Kelch
7724 Shady Hill Drive 66 W. 622 N. Madison Ave.
Indianapolis, IN 46274
Cedarburg, WI 53012
317/293·4430 Robert E. Kesel
455 Oakridge Drive
Rochester, NY 1461 7
414/377 ·5886 Morton W. Lester
P.O. Box 3747
Martinsville, VA 24112
716/342·3170
703/632·4839
Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 4141442·3631
John R. Turgyan 1530 Kuser Road Trenton, NJ 08619
609/585·2747
S. J. Wittman
Box 2672
Oshkosh, WI 54901
4141235·1265
George S. York
181 Sloboda Ave .
Mansfield , OH 44906
FRONT COVER . . . This 220 Continental· powered Great Lakes 2T·1 C, N425, SIN 6926 received the Grand Champion Antique Replica Award at Sun 'n Fun '82. Owner is Bob Wilson (EAA 9702, AlC 157), 9420 NW. 125th Ave. , Ocala , FL 32671 . (Photo courtesy of Bob Wilson)
419/529·4378
ADVISORS John S. Copeland
Stan Gomoll
9 Joanne Drive
1042 90th Lane , NE
Westborough, MA 01581 Minneapolis, MN 55434
617/366·7245
6 12n 84·1172
Robert G. Herman W 164 N9530 Water Street Menomonee Falls, WI 53051
Espie M. Joyce, Jr. Box 468 Madison, NC 27025
414/251·9253
919/427·0216
Gene Morris
27 Chandelle Drive
Hampshire, IL 60140
Page 18
Daniel Neuman
1521 Berne Circle W.
Minneapolis, MN 55421
3121683·3199
61 21571·0893
Roy Redman
Rt. 1, Box 39
Kilkenny, MN 56052
S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213
507/334·5922
414n 71·1545
BACK COVER .. . Luscombe 8A, N1288K, SIN 4015 received Best Restored Classic· Up to 100 hp at Sun 'n Fun '83 for owner Rob Hudson (EAA 170521), P.O. Box 16371 , Orlando, FL 32861. (Photo by Gene Chase)
Edilorial Policy: Readers are encouraged to submit stories and photographs . Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase , Editor, The VINTAGE AIRPLANE , P.O. Box 229, Hales Corners , WI 53130 . THE VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by EAA Antiquel Classic Division , Inc. of the Experimental Aircraft Association, Inc. and is published monthly at 11311 W. Forest Home Ave ., Franklin , Wisconsin 53132 , P.O. Box 229, Hales Corners , Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic Division , Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE . Membership is open to all who are interested in aviation . ADVERTISING - Antique/Classic [)ivision does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . Postmaster: Send address changes to EAAAntique/Classic Division. Inc., P.O. box 229, Hales Corners, WI 53130. VINTAGE AIRPLANE 3
CABOT AWARD TO POBEREZNY
SUN 'N FUN '83 Weather was the main topic of discussion at the Ninth Annual Sun 'n Fun Fly-In at Lakeland, Florida, March 13-19. The area had been experiencing one of the worst winters in history and rains and high winds resulted in three days of IFR weather during this popular event. In spite of these adversities, the Fly-In established new attendance records, with 25,000 people registering and 5,100 aircraft on the airport. Display aircraft totaled over 800 including 21 antiques, 140 classics, 41 warbirds, 120 homebuilts, and approximately 500 ultralights. Other statistics are: 2,140 people in the campground, 3,642 general admission tickets were sold, and 111 over seas visitors came from 25 foreign countries. Sun 'n Fun '83 award winners included:
The Aero Club of New England has selected EAA President Paul H . Poberezny as its 1983 recipient of the Godfrey 1. Cabot Award. Named for Dr. Godfrey L. Cabot and supported by the Cabot family , the award was estab lished in 1952 and is presented each year to an individual or team for outstanding cpntribution to aviation. Last year's award went to the crew of the space shuttle Colum bia, Capt. John Young and Col. Robert Crippen. The 1983 award will be presented in Boston on June 3.
1983 CHAPTER DIRECTORY AVAILABLE Copies of the 1983 EAA International Chapter Direc tory listing the active chapters, their presidents, as well as the time and place oftheir meetings has been distributed to chapter officers and are now available to members. Please contact the Chapter Office at EAA Headquarters, P.O. Box 229, Hales Corners, WI 53130 for your personal copy.
Antique Aircraft
Grand Champion - Stinson SM-6000B, N11170, Stinson Enterprises, Neenah, WI Silver Age 1928-1932 - Travel Air D-4000, N5283 , Fred Ware, Lakeland, FL Contemporary Age 1933-1945 - Spartan 7W, N97DC, Don Cassidy, Martinsville, IN Best Custom c Howard DGA-15P, N68119, Dan Kumler, Ocala, FL Best Biplane - Stearman PT-13, N14101, David Frederick, Lancaster, PA Best Open Cockpit - Boeing Stearman, N444TM , Russell L. Wall, Lakeland, FL Outstanding Aircraft - Butler Blackhawk, N299N, Leroy Brown, Zellwood, FL Classic Aircraft
Grand Champion - Swift, N2451B, W. H . Copp, Lexington, MA Best Restored - Up to 100 hp - Luscombe, N1288K, R. Hudson, Orlando, FL Best Restored - 101 to 165 hp - Swift, N90373, W. Jennings, Dalton, GA Best Restored - Over 165 hp - Cessna 195, N195PW, Paul and Jean Walter, Waukesha, WI Best Custom - Up to 100 hp - Ercoupe, N2666H, G. D. Gallaspy, Oklahoma, City, OK Best Custom - 101 to 165 hp - Swift, N655S, G. Strattner, Virginia Beach, VA Best Custom - Over 165 hp - Navion, N4043K, M. Turner, Frankenmuth, MI Outstanding Aircraft - Republic Sea Bee, N1CD, David Flavan, St. Charles, MO Outstanding Aircraft - Stinson 108, N97128, A. Hender son, Lakeland, FL Outstanding Aircraft - Cessna 140A, N3796V, M. Myrick; New Port Richey, FL Outstanding Aircraft - Luscombe 8A, N71931, John Best, Lakeland, FL Replica Aircraft
Post Grand Champion - Great Lakes 2T-1C, N425, Bob Wilson, Ocala, FL Additional information and photos will appear in future issues of VINTAGE AIRPLANE. 4 MAY 1983
The U.S. Navy's decommissioned aircraft carrier, the Intrepid, now serves as the Intrepid Sea-Air-Space Museum in the Hudson River at New York City.
INTREPID SEA-AIR-SPACE
MUSEUM
The Intrepid Sea-Air-Space Museum is a museum of Twentieth Century technology in the sea, air and space sciences. Her exhibit halls present the Navy story from landmark historical events to the modern era and on to the future. A unique fundamental theme of the museum is the collaboration between the Navy and her industrial partners at the forefront of today's technological revolu tion. The distinguished career of the aircraft carrier In trepid, CV-11 began in Newport News, VA when she was launched in April of1943. During World War II she served in the Pacific and played a pivotal role in the Battle of Leyte Gulf. During the postwar years the Intrepid saw duty in the Atlantic and Mediterranean until she was decommissioned. Now this gallant carrier is a floating museum perma nently berthed at Pier 86 at the west end of Forty-Sixth Street in the Hudson River where she has become one of New York City's favorite tourist attractions. This museum offers aviation buffs not only the opportunity to view the well-documented historical exhibits but also a firsthand
look at one of the U.S. Navy's "floating airports." EAA member Ben B. Rock is Aviation Curator for the Intrepid Sea-Air-Space Museum. For more information contact the museum at Intrepid Square, New York, NY 10036, 2121 245-0072.
OLIVE ANN BEECH HONORED Olive Ann Beech, co-founder and chairman emeritus of Beech Aircraft Corp. was among six Americans inducted recently into the Business Hall of Fame. The Business Hall of Fame was established and is sponsored by Junior Achievement, the business-education organization. The induction ceremonies were held at the Dallas Hyatt Re gency Hotel in Dallas, TX.
BRUNNER-WINKLE AIRCRAFT INFO NEEDED Herbert G. Birnn (EAA 134731 ), a pilot since the 1930s, a Grumman retiree, and a member of the Long Island Early Flyers Club has been entrusted with the job of assembling an exhibit pertaining to the Brunner-Winkle Aircraft Corporation and their Bird biplane. As a youngs ter Herbert lived across a farm from Brunner-Winkle on Long Island and has long been an enthusiastic fan of the Bird. The exhibit will be displayed in the Cradle of Aviation Museum at Mitchel Field, Long Island, NY . The main supporting body for this museum is the Long Island Early Flyers Club. The museum is owned by the Nassau County Department of Recreation and Parks and is provided only sufficient funding to maintain the exhibit buildings con sisting of two of the original Air Corps hangars. The club has the resources to transport anything from any portion of the continental United States and to rebuild any aircraft,
all with volunteer help and equipment. Contributions to the museum are tax deductible. The club is looking for all kinds of donations regarding the Brunner-Winkle Aircraft Corporation and their Bird biplane. The ultimate would be a complete Bird airframe , but any photographs, data or other information would be greatly appreciated. Contact Herbert at 819 N.W. Victory Lane, Stuart, FL 33494, 305/692-9276 .
LOW COST FUEL FOR
EAA MEMBERS
Tom Austin, Jr. (EAA 58294), President of "Diamond G" Aviation is offering 80 and lOOLL @ 35¢ per gallon off the regular retail price for members flying to and from Oshkosh '83 . This discount will be available if you are fly ing a homebuilt, antique, classic, or warbird. Present your valid EAA membership card and refuel in Greeneville, Tennessee between July 20 and August 16, 1983. "Dia mond G" Aviation is located at the Greeneville, Ten nessee Municipal Airport (GCY), just 'east of airway vic tor 16 between Knoxville and Bristol , Tennessee. Cour tesy ca r to local motels and restaura nts. Y'all come.
TIPS FOR FLIGHT TOU R
COORDINATORS
THE 70 KNOTTERS TOUR PLANNER AND FRIENDLY TOUR COORDINATOR'S COMPANION by Joe Dickey (EAA 62186, A IC 4169) is a masterful (and humorous) review of organizing an aircraft tour. The wit in Joe's writing and illustrations make for delightful read ing while providing the necessary hard facts and little tips learned in several years as the F .T.C. (Flight Tour Coor dinator). It also includes many suggestions for aircraft camping. Well worth the paltry $6.50 he asks to have it delivered to your door. Order from Pea Patch Airlines, 511 Terrace Lake Road, Columbus, IN 47201.
MYSTERY PLANE This month's Mystery Plane is a "foreigner" as can be seen by the re gistration on the side of the fuselage . Race fans will probably identify this one with ease, but answers should include the name of the pilot, the event and location, and the year taken. Answers will be published in the Mystery Plane column in the July 1983 issue of The VINTAGE AIRPLANE. No answers identifying the Mystery Plane shown in the March issue had been received at press time. Evidently this one was a "toughy". George Goodhead who supplied the photo, labels it the Tipton Model 90-2 pow ered with a 90 hp Warner engine. It was built by Billy Tipton in 1932-33 at Kansas City, Missouri. Billy passed away on August 11, 1975. George writes, "I recently contacted Billy's widow, Irene Tipton who lives in Westfork, Arkansas. She recalled that the plane was a 2-place tandem monoplane with a wing span of 30'
and a length ofI9'. The Warner engine has been delivered to Bob Taylor at the Air Power Museum in Blakesburg, Iowa by Bob Younkin. The fuselage, tail group and other miscellaneous parts are now in Bob's hangar at Springdale, Arkansas and also will be transported to Blakesburg." It will be recalled that Billy Tipton also designed the Ranger Racer which was the Mystery Plane in the De cember 1982 issue. VINTAGE AIRPLANE 5
CHARLES H. HUBBELL 1899-1971
By Bob Wilson (EAA 9702, Ale 157) 9420 N. W. 125th Avenue
Ocala, FL 32671 (Photos of Hubbell paintings are by the author with permission of TRW, Inc.)
It is with great personal pride that I write this brief biography of Charles H. Hubbell. Charlie was my uncle and dear friend, a man I greatly admired as a boy and who not only influenced my life with his sketches and paintings of aircraft but he gave me my first airplane ride in an Aeronca C-3 in 1937. Although I was only eight years old at the time, that was the beginning of my obsession with airplanes and I have spent my life in aviation ever since. Charlie was born in Cleveland, Ohio in 1899. As a boy of 10 he became interested in aviation when a friend gave him an aeronautical magazine and he became an avid model airplane builder. Before he completed high school, he had designed and built many models as well as a man足 sized glider. He graduated from the Cleveland School of Art in 1923. He traded his early paintings for flight time, soloing in 1925. He received CAA Pilots License number 9792. Charlie worked as a commercial artist for several years painting airplanes mostly as a hobby as there was little demand for aviation art at that time. Cliff Henderson, the director of the National Air Races had seen Charlie's airplane paintings and had used them on his air race posters and programs. Cliff arranged a meeting with Fred Crawford, Chairman of Thompson Products, who spon足 sored the Thompson Trophy Races. This was the famous unlimited closed course race that started in 1929. Henderson suggested that Charlie paint the winners each year for a calendar. Fred Crawford agreed with great enthusiasm and sealed the deal with a handshake which started a 30-year project for Charlie ... painting airplanes for Thomspon. Oil paintings of the first nine Thompson winners (1929
1931 - Gee Bee Model Z - Lowell Bayles, pilot. 6 MAY 1983
1930 - Laird Solution - Charles W. " Speed" Holman, pilot.
1932 - Gee Bee Model R-1 - James H. Doolittle, pilot.
1933 - Wedell-Williams - James R. Wedell, pilot.
through 1937) were coyprighted in 1938 and they became part of the first Thompson calendar produced by the young artist and Fred Witt, Advertising Director for Thomspon Products in 1939. The first calendar consisted of six pages; four of airlin足 ers, one of Roscoe Turner's 1938 Laird Racer and a final page of the winners of the first eight Thompson Trophy Races. The first 12-page calendar appeared in 1940 featuring the outstanding military aircraft ofthat era. 1941 was the year of the first "titled calendar," called the "Dawn of Wings," portraying the early aviation pioneers starting with the Wright Brothers' "Kittyhawk". Each year thereafter the calendars featured a new theme along with a selection of Hubbell paintings. This panorama of aviation history continued through 1969 when Charlie retired, followed by an additional four years with a series called the "Best of Hubbell". Charlie died in 1971 at the age of 72.
1934 - Wedell-Williams - Roscoe Turner, pilot.
1935 - Howard Mr. Mulligan - Harold Neumann, pilot.
During his association with TRW (the company which Thompson had since merged with), Charlie had created 32 calendars and more than 375 individual oil paintings. Two million Hubbell calendars and a quarter of a mill足 ion lithographic reproductions of Hubbell paintings have been published. Charlie's paintings have hung in the White House, in museums, palaces, libraries, and the homes of countless thousands of aviation buffs throughout the world. Each lithograph measures about 16" x 13" while the original oils were done on 32" x 26" canvases. Most of the originals are owned by TRW and are on display at the Western Reserve Crawford Auto-Aviation Museum in Cleveland, Ohio. Charlie Hubbell probably was the world's best known artist-historian of the air age. He was a stickler for detail and he went to great lengths to assure accuracy, not only of t he aircraft, but the backgrounds as well. As a pilot he had flown many of the pla nes he committed to canvas. VINTAGE AIRPLANE 7
1936 - Caudron C-460 - Michel Detroyat, pilOt.
1938 - Laird-Turner "Pesco Special" - Roscoe Turner, pilot.
1937 - Folkerts SK-3 - Rudy A. Kling, pilot.
1939 - Laird-Turner " Pesco Special " Roscoe Turner, pilot.
Charlie Hubbell is remembered warmly by his many friends and by thousands of others who admire his work and possibly still have some Hubbell aviation art. I am one of the more fortunate who has the entire collection. Author's Note: Lithograph copies of many of the Hub足 bell paintings are still available by contacting: The Gift Shop, Western Reserve Crawford Auto-A viation Museum, 10825 East Blvd., Cleveland, OH 44106. 2161721-5722. Editor's Note: Bob Wilson is a captain for Pan Am and owns and flies a beautiful replica Great Lakes which re足 ceived the Best Antique Replica Award at Sun 'n Fun '82. The photos of Charlie Hubbell's artwork depict the first ten winners of the coveted Thompson Trophy at the Na足 tional Air Races from 1930 through 1939... . G.R.C . Bob Wilson in his Great Lakes. (Photo by Jack Cox) 8 MAY 1983
CALENDAR OF EVENTS
We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130. Information must be received at least two months in advance of the issue in which it will appear. MAY 13-15- HAYWARD. CALIFORNIA- Hayward to Las Vegas Proficiency Air Race. Private Pilots License requ ired . Awards and trophies, cash prize. Kits $3.00 from Hayward Air Race Committee , 20301 Skywest Drive, Hayward, CA 94541 . For information call Lou Chianese at 415/581·2345 , ext. 5285. MAY 15 - POINT PLEASANT, WEST VIRGINIA - Fly-In Breakfast sponsored by Mountaineer Chapter of 99's at Mason County Airport. Starts at 8:00 a.m. Everyone welcome. Contact Lois A. Fida, # 308 N. York St. , Wheeling , WV 26003. MAY 20-22 - CAMBRIDGE, MARYLAND - Ninth Annual Potomac Antique Aero Squadron Fly-In at Horn Point Aerodrome. Banquet Saturday evening. Contact Robert K. Graulty, P.O. Box 4013, Arlington , VA 22204, 301 /449 5346 or Bob Mertin at 301 /643-6744 or Pat Merchant at 301 /228-4924. MAY 20-22 - COLUMBIA, CALIFORNIA - Seventh Annual Luscombe Fly-In. For information contact Continental Luscombe Assn ., 5736 Esmar Road , Ceres, CA 95307. 209/537-9934 . MAY 21-22 - PORT TOWNSEND , WASHINGTON - Second Annual Rhododendron Grass Roots Air Fair. Ultralights, homebuilts, antiques, hot air balloon race . For information contact Ken McMillen , P.O. Box 719, Hadlock, WA 98339 . 206/385-2323 . MAY 22 - MOUNDSVILLE, WEST VIRGINIA - Second Annual Bombing Contest sponsored by EAA Chapter 738. At Marshall County Airport . For information and entry info contact Marshall County Airport, Moundsville, WV 26041 , 304/845-0200 . MAY 27-29 - ATCHISON , KANSAS - Greater Kansas City Area Chapter, Antique Airplane Association Annual Fly-In at Amelia Earhart Airport. Early arrivals will be served supper Friday evening with awards banquet on Saturday night. Dormitory accommodations are available and camping is allowed. 80 and 100 octane gas is available. Contact Bill Hare, 6207 Riggs, Mission, KS 66202 or George Hefflinger, 3510 North 99th Street, Kansas City, KS 66109. MAY 27-29 - WATSONVILLE, CALIFORNIA - Watsonville Antique Airshow sponsored by the Northern California Chapter of the Antique Airplane Association and the Watsonville Chamber of Commerce . Contact Richard Borg, 6515 San Ignacio Ave. , San Jose, CA 95128. 408/226-3603. MAY 29 - SALMON , IDAHO - Fly-In with ultralights, gliders, antiques , etc. For information write P.O. Box 698, Salmon, 10 83467. JUNE 3-5 - BLAKESBURG, IOWA - 3rd National Bucker Fly-In and Tigre Days. Vintage National Aerobatic Contest. Contact John Bergeson, 615 W. May, Mt. Pleasant, MI 48858. 517/773-3436 . JUNE 3-5 - MERCED, CALIFORNIA - 26th Annual Merced West Coast Antique Fly-In at Merced Municipal Airport . For information contact Dee Humann, Registration Chairman , Merced West Coast Antique Fly-In, P.O. Box 2312, Merced, CA 95344 . 209/358-3487. JUNE 4-5 - WAUKEGAN , ILLINOIS - Air Show dedicated to Pappy Boyington and Black Sheep Squadron at Waukegan Memorial Airport, sponsored by Greater Chicago Area Antiquers. Special tie-down area for fly·in guests. Warbird line will highlight EAA's B-17 and Zero. Contact Hans Habermehl, Air Show Chairman and President at 31 21480-0744 . JUNE 5 - CADIZ, OHIO - Third Annual Fly-In Pancake Breakfast at Harrison County Airport. Sponsored by E. F. Aircraft Service and Cadiz Volunteer Fire Department. Starts at 8:00 a.m. Rain date, June 12. Prizes for antique and experimental aircraft. For information contact Lois A. Fida, # 308 N. York St. , Wheeling , WV 26003. JUNE 5 - DE KALB, ILLINOIS - EAA Chapter 241 Annual Fly-In, Drive-In Breakfast 7 a.m. 'til noon at DeKalb Municipal Airport. Contact Marlin Crown , 159 Thomas Street, Sycamore, IL 60178.815/895-6856. JUNE 5 - ARLINGTON , TEXAS - Benefit Air Show sponsored by EAA Chapter 34 to raise funds for World Aerobatic Competition. At Arlington Municipal Airport , 2 miles south of 120 on S. Collins. From 2:00 to 4:00 p.m . JUNE 10-12 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ ation Fly-In. For information contact Bob Landrum , Rt. 4, Box 14Q, Roanoke, TX 76262, 817/430·3387 (after 6 p.m.) or Jack Winthrop, Rt. 1, Box 111 , Allen , TX 75002. 214/727-5649 . JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly-In, including tours of the Aeronca factory and U.S.A.F. Museum. Banquet on Saturday night with speaker and aircraft judging awards. For more information contact Jim Thompson , Box 102, Roberts , IL 60962 , 217/395-2522. JUNE 12 - REDDING , CALIFORNIA - 10th Annual Fly-In breakfst and air show at Muni Airport. Trophies, door prizes. 916/222-5225 . JUNE 17-19 - TRAIL, BRITISH COLUMBIA, CANADA - Trail Flying Club's 8th Annual Fly-In. Homebuilts, antiques, classics, ultralights. Camping on field . Trophies, prizes. Hangar dance and barbeque.
JUNE 18 - TOMS RIVER, NEW JERSEY - 7tti Annual Antique & Homebuilt Fly·ln at R. J. Miller Airport, Berekely Twsp. Trophies , flour bombing contest, plane rides, refreshments. Admission free . Rain date June 19. Contact Tom or Vivian Tedrow , Box 451 Three Brooks Rd ., Freehold, NJ 07728. Phone 201 /780-0765. JUNE 18-19 - FREDERICKSBURG, VIRGINIA - 16th Annual Antique Air craft Fly·ln and Two Day Airshow at Shannon Airport . Airshow featuring Northern Knights, Republic Airlines Microjet and more. For details call 703,373·4431 or write P.O. Box 509 , Fredericksburg, VA 22404. JUNE 21 - JULY 11 - HOBBS, NEW MEXICO - 18th World Soaring Championships. For information contact Soaring Society of America, Box 66071 , Los Angeles, CA 90066.2 13/390-4447. JUNE 24-26 - HAMILTON , OHIO - 24th Annual National Waco Reunion Fly-In. Sponsored by the National Waco Club. For information contact Ray Brand ly, 700 Hill Avenue, Hamilton, OH 45015. JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley , Oklahoma Fly-In sponsored by Greater Oklahoma City Chapter AAA. Contact Bob Akin , Flying A Ranch , Route 1, Box 133-0, Washington, OK 73093. 4051 288-6161 . JUNE 25-26 - ORANGE, MASSACHUSETTS - 7th Annual New Eng land Regional Fly-In Sponsored by EAA Chapter 726. Restricted parking , avia· tion flea market, commercial exhibitors, seminars, overnight camping , food and fuel available. Contact Paul Dexter, 15 Sunset Dr. , Orange , MA 01364. Tel. 617/544·6412 , evenings only . JULY 2-3 - SUSSEX, NEW JERSEY - 1983 Festival of Flight Fly-In at Sussex County Airport. Sponsored by EAA AlC Chapter 7 and EAA Chap ters 73 and 238. All invited. Fly market, square dance, food , camping permitted . Contact Ann Fennimore, 4 Ridge Road , Succasunna, NJ 07876. 201 /584-4154. JUL Y 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly-In at Antique Airfield . Aircraft judging, awards, forums and meetings of several type clubs. For further information contact Aeronca Club , 1432 28th Ct. , Kenosha, WI 53140 , 414/522·9014 or Antique Airplane Association , Rt. 2, Box 172, Ottumwa, IA 52501 , 515/938-2773. JULY 8-10 - ALLIANCE , OHIO - Annual Taylorcraft Fly-ln/Reunion at Barbers Field . Factory tours , many activities. Contact Allan Zollitsch , 37 Taft Ave ., Lancaster, NY 14086, 716/681-1675 or Bruce Bixler, 12809 Greenbower Rd ., Alliance, OH 44601 , 216/823·9748 . JULY 9 - GEORGINA TOWNSHIP , ONTARIO, CANADA - 3rd Annual Antique , Sport and Specialty Aircraft Fly-In and Brunch at Georgina Civic Centre Air Park. Contact Dick Shelton , Box 385, Sutton West, OntariO, Canada LOE 1RO. 4161722-3295 . JULY 15-17 - MINDEN , NEBRASKA - National Stinson Club - 108 Section Fly-In. All Stinson Lovers - 108 and Round Engines welcome . Aircraft judging, forums, banquet Saturday night. Camping on field or motel (3081 832-2750) available. For further information contact George Ackerman , All iance, NE 308/762-4770 . JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsored by EAA Chapter 62. Contact Edward Shaules, 3910 Paladin Drive, San Jose, CA 95124.408/264-5714. JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and Inter national Airshow. Classics, warbirds and fly-bys . Two full days of aviation. Contact Joseph Koch , 188 Schoelles Road , No. Tonawanda, NY 14120. 716/689-9392 . JUL Y 29-31 - COFFEYVILLE, KANSAS - 6th Annual Funk Fly-In . Antiques, classics, homebuilts invited . Contests, trophies, dinner. Contact Ray Pah ls, 454 Summitlawn, Wichita, KS 67209. 316/943-6920 . JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130. AUGUST 5-7 - SHELTON , WASHINGTON - Third Annual Antique , Classic and Warbird Fly-In at Sanderson Field. Sponsored by Puget Sound Antique Airplane Club, EAA AlC Chapter 9. Public display, dinner Saturday evening. Fly-a-way Breakfast Sunday. Contact Pete Bowers, 10458 16th Ave., So., Seattle, WA 98168.206/242-2582. AUGUST 8-12 - FOND DU LAC , WISCONSIN - EAA lAC International Aerobatic Championships. For information contact EAA, P.O. Box 229, Hales Corners , WI 53130. 414/425-4860 . AUGUST 21 - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt Fly-In sponsored by EAA Chapter 486 at Whitfords Airport. Pancake breakfast and air show. Contact Herb Livingston , 1257 Gallagher Rd. - B, Baldwinsville, NY 13027. SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air Races at Stead Airfield . Qualifying September 13-15. Airshow. Contact Greater Reno-Sparks Chamber of Commerce , P.O. Box 3499, Reno, NV 89505 . 7021786-3030 . OCTOBER 14-16 - CAMDEN , SOUTH CAROLINA - EAA Antique/Classic Chapter 3 Fly-In. Antiques , Classics and Homebuilts welcome . Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211 . VINTAGE AIRPLANE 9
Pilot and Master Craftsman, Part 3 By Ted Businger (EAA 93833, AIC 2333) Rt. 2, Box 280 WilJow Springs, MO 65793
(Photos from the author's collection except as noted)
Editor's Note: This is the third installment of a four-part story on the career of Charlie MilJer who spent 45 years working in the aircraft industry, including periods at Ryan and Douglas. Charlie and his wife currently reside In Santa Monica, California . ... G.R.C.
DOUG LAS DC-1
On this first model of the "Douglas Commercials," the original rudder was all metal. This design resulted in considerable inertial forces due to the weight involved. It was balanced and equipped with a compensating tab. This compensation could be altered and anchored in anyone of three positions. One Sunday, Carl Cover, Vice President and General Manager of Douglas Aircraft, was making some test flights . These tests were to determine the best tab setting. Following the first flight of the day, he said, "Not enough, set it over." I was the mechanic and I complied with his request. After the second flight he said, "Pretty good, let's try the third position." Again I followed instructions. The third flight was nearly a catastrophe. As soon as the plane was airborne, the rudder started oscillating from side to side. Mr. Cover executed a tight turn and landed immediately. The over-compensation had made the rudder almost uncontrollable. Both Carl Cover and the co-pilot used both feet on one rudder bar, and augmented their ef足 forts with the engines in an effort to regain stability. Carl had "screwed up" his back trying to avoid a crash. That heavy rudder had actually thrown itself from stop to stop
and very shortly would have torn loose if they had not done everything they did. We re-set the actuating arm permanently to the number two position and recovered the rudder with fabric. Eddie Allen was a wonderful test pilot and a true gentleman. He too was involved in the DC-l test program. On one flight, he was checking the reaction of the gear in a forward C.G. landing, with a new co-pilot on board. One of the co-pilot's duties was to operate the gear retraction and extension lever. At this time retractable landing gears were a novelty as they were employed on very few planes. A fraction of a second prior to touch-down Eddie realized too late the gear was still up. All he had time for was the classic "Aw - - - -!" comment. Coming from him that was very strong language. I roped off and guarded the ship that night at Mines Field. The next morning we propped up the plane then slid boards covered with blankets under the wings. Ramped trenches were dug under the gear which was then extended and locked. We installed new props and tracked them by the old fashioned method of checking each blade position as it passed a fixed point. The engines were started and checked for vibration. As everything appeared to be okay, the plane was flown back to Clover Field at Santa Monica.
(Roy Russell Photo)
The DC-1 (X223Y) built in 1932/33 was the prototype for the " Douglas Commercial " series. Note the metal-skinned rudder. 10 MAY 1983
Eddie Allen 's gear-up landing in the DC-1 at Mines Field. Minimal damage was incurred.
Some damage was found in the left side nacelle saddle fittings which sheared during the landing. These fittings were attached to the lower end of the nacelle frame , with the gear being drawn up into the saddles in the "up" position. Fortunately the shear was a clean one with no elongated holes, so we just reriveted the fittings back in place. This incident could have had extremely negative results. Instead it turned into a big plus for the company when the airlines realized that only minimal damage would be sustained in gear-up landings. On another early test flight, one engine quit just at lift-off, then came back to life only to have the opposite engine fail. The pilot, whose name I don't recall, finally got the plane up to about 1500 feet which allowed them to come around and land. Our investigation of this incident determined the carburetors had been mounted in such a way that the floats would shut off fuel flow during a climb. We inverted the carburetor mounting and re-routed the fuel lines to solve the problem. Historical Note: Only one DC-1 was built and it was de stroyed in Spain in 1937. The DC-2 model followed and it gained much recognition in 1934 whenKLM (Royal Dutch Airlines) entered one of its DC-2s in the 1934 Mac Robertson Race from London, England to Melbourne, Au stralia. This plane competed against three specially con structed British racing planes and Jacqueline Cochran's Gee-Bee long distance racer. The KLM DC-2 transport was further handicapped by being obliged to stop at every KLM terminal on the route. It carried its normal crew plus champaign-sipping passengers, one of whom missed a take off in India. The plane returned for him. Even with all these drawbacks, the DC-2 finished second and it might have won the race if it had not gotten stuck in the mud just short of Melbourne. The DC-2 had achieved a tremend ous moral victory which served as a big boost for this superior design. • Of course the transcontinental flight across the U.S. by Jack Frye and Eddie Rickenbacker in TWA's DC-2 on February 19, 1934, breaking all existing records also brought well deserved recognition to the Douglas DC-2.
YB-ll (bomber) in 1933. Later that same year the original order was revised, replacing the two 670 hp Wrights with 750 hp Wrights, and the designation switched to YO-44 (observation). Sometime later the designation was again changed, this time to FP-3 (frontier patrol). In 1935 the engines were changed to 800 hp Wrights and the plane delivered as a YOA-5 (observationJamphibian). The plane was scrap ped in Alaska in 1943. The Navy version is nearly as perplexing. It was or dered in 1934 with two 1000 hp Wrights as the XP3D-1 (patrol). Following navy tests in 1935, it was returned to the factory to have the pylon-mounted engines re-fitted into the wings and the wingfloats modified to retract. It was delivered in 1936 as the XP3D-2 . As the navy had chosen Consolidated's fore-runner of the PBY, no further orders were placed. Several strange items are unexplained. Why didn't the Navy utilize the Army's rugged "Grumman type" landing gear rather than the rather fragile looking beaching gear? What prompted a supposedly financially impoverished Army Air Corps to order a long range patrol boat during this bleak depression year? Scrutinizing the records shows this and one other design as the only ones built by Douglas that did not develop into improved aircraft later!
Douglas XP3D-1 built in 1933 for the U.S. Navy. Only two exam ples of this handsome flying boat were built, the other going to the Air Corps as the YOA-5. Wing span was 89' 9".
DOUGLAS DF-151
(Roy Russell Photo)
The first 20 DC-2s were delivered to TWA. This is NC13719, SI N 1245 powered by two Wright Cyclones of 710 hp each.
The DF-151s were the last true flying boats ever built at Douglas. It was a very clean all-metal design. Carl Cover made most of the test flights and he reported excel lent handling characteristics. At that time I was still pretty far down on the "totem pole," so was only familiar with the specific tasks I was called on to perform. The completed hulls were trucked to Cabrillo Beach,
DOUGLAS YOA-5 & XP3D
Douglas built two large patrol planes in 1933, similar in overall configuration to the "Dolphin" amphibian, but of larger size. I recall that the air corps version used a much different landing gear than the navy plane. Neither service seemed overly anxious to take delivery of their aircraft and following completion they sat in our shop for a very long time. From time to time a little additional work was ordered on them. As our space was somewhat limited we were obliged to move the planes from one place to another, allowing us to continue on with other more urgent tasks . Historical Note: These two beautiful amphibians present an enigma. The Army Air Corps ordered its model as the
(Roy Russell Photo)
Douglas DF-151, the last flying boat built by Douglas. One went to Russia and three were sold to Japan in 1936 along with the design rights. VINTAGE AIRPLANE 11
California where the wings, tails, power plants, etc. were mated to them. That on-site assembly was troublesome in the sand. The launching procedure was interesting. Planks were laid over the sand and a wheeled dolly with the flying boat loaded on it was eased across this man-made ramp and into the water. Little interest could be generated for this large size flying boat in the U.S. at that time. One was sold to Russia and the other three aircraft, along with the complete design were sold to Japan. Under the contract terms, the supervisor of hull con足 struction accompanied the flying boats to the Orient. On his return, he stated, "They will never be able to build those boats. They don't show any skill or aptitude for it. They knock-off at any time to make tea. Further, they can't even follow simple directions." Boy, did they have him fooled . Those workmen were probably instructed to mislead this representtive of an American manufacturer. They certainly had little trouble with other aircraft they built.
consider the build-up in air crews by the Air Corps. The B-18 adequately filled those needs, and it also carried the first airborne radar. Mr. Pavlecka completed the design work of a new aircraft engine in 1935. Douglas forwarded this to Pratt and Whitney and they in turn sent it to M.I.T. Many years passed with this design finally being marketed as the Northrop "Turbodyne". In May, 1977 he and 19 other aerospace engineers founded "Airships International". A short time later a basic design was completed for a new giant metal-clad dirigible. While the group was in the process of raising funds for construction, Mr. Pavlecka passed away. With his loss, it is highly doubtful that the project will ever be continued.
1936 Douglas 8-18 bomber had a wing span of 89' 6" and was powered by two Wright R-1820 engines of 930 to 1000 hp each.
ORIGINAL DOUGLAS DC-4
(Roy Russell Photo)
1933 Douglas Dolphin amphibians were built for civil use as well as military. Wing span is 60' and one example is known to be currently flying.
DOUGLAS 8-18
Vladimir Pavlecka was simply called "Pave" by his fellow workers. In 1929 he had been one of the three designers for the only metal-clad airship ever commis足 sioned. It was known as the ZMC-2 in the Navy. He had personally worked out the means to seal the ship (rather than use balloonets). Pave started with Douglas in about 1934. My first contact with him was the result of problems with the B-18 bomb bay. Pave was an excellent structural engineer. At that time I was a second shift supervisor and we really worked beautifully together. The plane was equipped with standard bomb racks, but as the bombs were released they would strike the edge of the bay, thus ruining normal trajectory. The solution was to widen the bomb bay and increase the size of the bay doors. When we finished this modifica足 tion the bomb bay area looked "pregnant" with the bulbous center section. However, it was all nicely faired in with the fuselage , and even with the extra weight penalty the bomber's performance didn't suffer. Historical Note: Some contemporary authors have derided the B-18, one suggesting it was a "boon doggIe". These folks did not take into account the state of the economy at that time or the pacifist mood ofthe country. Nor did they 12 MAY 1983
The "original" DC-4 was a superlative airplane. It was financed in part by Douglas, with the balance of the fund足 ing being provided by several interested airlines. Along with demands for superior performance, these customers requested elegant interior appointments, greater seat size and spacing, and full sleeper accommodations. The original DC-4 had triple vertical tail surfaces which were needed by United Air Lines because the doors on their Denver, Colorado overhaul base could not accept anything with greater height. (A single vertical tail would have been much too tall). With government permission, this beautiful airplane was sold to Japan. It was just too big and heavy for that period. Douglas later redesigned the DC-4 and during World War Two it became the C-54. Most of these aircraft were built in the Chicago plant. One eventful night flight of the original DC-4 stands out in my memory. In those days we ran weight tests by loading an appropriate number of 50-pound lead "pigs" in various areas of the aircraft to represent a given load. Wood 2x4s were braced against structural members in the fuselage . Box type receptacles were fastened to the 2x4s and the pigs loaded into the boxes. I was along on this particular flight, riding in the loaded area. Our take-off was from Mines Field (now Los Angeles International). A road crossed the field diagonally. We started our take-off run , and as we passed the old tower and hangar the rumbling of the wheels ceased ... we were om Only a few seconds elapsed when the rumble started up again; we were back on the ground! Through the window nearest me, I could see the red obstruction lights on the poles coming up very fast. Suddenly the plane literally leaped into the air,just clearing those phone lines. It then settled again beyond the wires before a general recovery was made to normal flight. After that thrilling
One is that it crashed into Tokyo Bay and the other that it was intentionally put there along with the design paper足 work. Both accounts are from reputable sources. There is a 16mm movie film of the first test flight, showing the plane making a perfect three-point landing, but recovering. Apparently the pilot forgot that he had tricycle gear. DOUGLAS XB-19 "HEMISPHERE" BOMBER
The prototype Douglas DC-4, NX18100 was this "triple-tailed" version. Its first flight was on June 7, 1938.
take-off we proceeded to make a two-hour flight over the beautiful, lighted city. When we landed, things began to happen. The chief pilot (name withheld) was at the controls. I don't recall who the co-pilot was, but Benny Howard was test pilot/ob足 server. We opened the door and the ground crew wheeled the stair ramp to us. A C.A.A. inspector was waiting at the end of the ramp. After everybody was out of the plane, Benny really turned the air blue with his harangue. The most startling remark was "I should hit you over the head with my wooden leg, you dumb s.o.b." Apparently the chief pilot was unfamiliar with the feel of this plane and once it was airborne, he just sat there and let it settle back. Benny could see that they were running out of room, and in desperation he leaned over the pilot, grabbed the control column and heaved back as hard as he could. That effort got us over the lines. The C.A.A. inspector pondered the advisability of pulling the chief pilot's license. It was an interesting episode. Historical Note: The "E" appendage to the DC-4 designa足 tion is never used by those intimates who built the first one. With them it is the "Original," or the "Triple Tailed" version. There are two stories describing the plane's demise.
The Douglas X8-19 was the world's largest aircraft with a wing span of 212' and gross weight of 160,332 Ibs. Power was four
The construction of the XB-19 Hemisphere bomber was the best kept secret of that time . It was the world's largest aircraft and could stay in the air for two days on its internal fuel load. Building the wing was a massive undertaking. Its height was such that the workers in the experimental department, where it was assembled, were forced to wear hard hats. The fuel tanks were integral with the wing but a system for sealing them was yet to be developed. We devised a method which did work. The spars were serrated at the skin attach area and these grooves were then coated with honey. Aluminum foil was then layered and honey coated, and finally the outside skin was fastened in place. SURFACE SKIN
- - - - -}
----WING SPAR
SEVERAL LAYERS OF FOIL SEALED WITH "HONEY"
"
SERATED SURFACE .
X8-19 FUEL TANK SEALING METHOD
Wright R-3350-5 engines rated at 2,200 hp each. VINTAGE AIRPLANE 13
The plane's armament included a top turret fitted with a 37mm gun, riding on a very stable platform. Using this gun against the relatively slow moving planes then in use, it was a very effective weapon. The cockpit command station was an exceptionally roomy area . The pilot, co-pilot, navigator and engineer were all situated at a desk. The area had a galley, ward room, latrine, and sleeping accommodations for off-duty crew members. I had a terrific flight one day in the B-19, riding in the front turret. It was hydraulically operated and 'l he action of the hydraulic system was controlled by "gun stock pres sure". Control could be slow for distant targets or fast for close-up combat. Up and down movement on "fast" was far better than any roller coaster ride, as the seat rode with the gun position, and side to side action was wow! The nose area was large enough to accommodate both the gunner and bombardier. On take-off for the B-19's first flight, the ship veered slightly to the left when it was approaching the halfway mark on the runway. Later we found that this was due to sloppy controls, as actuation was by cable, and the cable length involved was long enough to be affected by the ambient air temperature.
Historical Note: The XB-19 was ordered in 1937 and its first flight occurred on June 27, 1941. A great deal of this time period was spent in building machinery capable of fabricating various components as its huge size was beyond the scope of many normal suppliers. Few runways in the world could support the plane's 82 ton weight. The author's late friend, Roy Russell, accompanied the ship to Chicago in 1944 to supervise replacing the Cy clones, with more powerful Allison engines. Roy was ex tremely proud of his part on this project, always getting a wistful look when disG,ussing"icts finaLfa,te.. In 19A8~ the B-19 was flown to Davis Monthan AFB at Tucson, Arizona where it was scrapped. As this was a super secret project, Roy and most other Douglas workers on the job never discussed it, even with their families. DOUGLAS 8-23 "DRAGON"
The B-23 was an outgrowth of the B-18. It was vastly superior to every medium bomber this country had at the outbreak of WWII. It was dropped from contention for a variety of political reasons. It's a shame that our boys didn't have it. Its top speed was 280 mph which was very good in 1939. The B-23 had its share of new ideas: first with a "stringer" gun mount in the tail ; first with side window gunners; and a belly gunner located midway along the fuselage , with the gun mounted on a retractable platform. For emergencies, a fuel dump system was installed utilizing a long snout mounted on a pivot. When this specific system was tested, pink colored water was used in place of fuel. The side gun windows and the cockpit side windows were opend to aid the crew in viewing the fuel dump. Surprisingly, the "fuel" traveled from the end of the spout forward into the cockpit area and then it exited through the gunners' position. The crew landed, no worse off for the experience, but they were slightly damp and very pink. On DC-3 applications which followed, we ex tended the snout to discharge in a further aft position. Historical Note: B-23s made popular conversions into executive transports at the end of WWII hostilities. Of 38 planes built, approximately four are still flying. It must be a pretty good airplane!
(Roy Russell Photo)
First take-off of the XB-19, on June 27,1941.
1939 Douglas B-23 "Dragon" bomber, powered by two Wright R-2600- 3 engines of 1,600 hp each. Wing span was 92' and 38 were built.
The designation became XB-19A with the installation of four Allison V-3420-11 engines of 2600 hp each. Top speed increased from 204 to 265 mph. Photographed in Chicago in 1944 by Roy Russell. 14 MAY 1983
DOUGLAS 08-7 During WWII Johnny Martin was test flying the DB-7 for Douglas. Johnny loved to pull the gear out from under the plane on take-off, and he was very good at it. Anytime the company "grapevine" brought word that Martin was taking off, heads would be poked out of every available door and window. Believe me, his take-offs were sensa tional.
Once airborne he'd hold the plane just off the deck to the very end of the runway, then executing a semi-chan delle climbing turn. One day he jerked the gear up just a little too soon. Later, we went down the runway, counting the nicks in the macadam. No more sensational take-offs after that! Historical Note: The DB-7 was constructed only for export to France and England. The original order was placed by France in 1937 and 270 aircraft were delivered by 1939. In 1939 Great Britian ordered 100 of these planes desig nated as DB-7 As.
One of the 270 Douglas DB-7s built for France. Factory photo dated 8/12/39. Aircraft later designated A-20.
DOUGLAS A-20
The wartime demands for the A-20 mandated a produc tion rate ?f 312 planes per month. In order for us to ap proach thIS figure we had to devise an entirely new man ufacturing concept. Most aircraft have always been a very complex arrange ment of parts that at times seem to be designed to prohibit rapid assembly . It just wasn't possible to get very many workers into those relatively small airplanes so we devised a moving line with a split fuselage concept. The implemen tation of this novel approach was the result of many ideas of a lot of people, myself included. The crowded working conditions which could result in injuries were my primary concern. Any sizeable injury rate would have a devastating effect on morale and even tually the production rate that the country had to have. . Actually the split fuselage was easier to build. Right SIde and left side production lines were run parallel to each other. Access space was provided in the center. The simplicity of the fixtures was unique and essential to the success of this venture. Each installation was carefully analyzed to be certain the assigned tasks could be per formed properly. Open shelving containing parts led di rectly to the centrally located stock room. One shelf was provided as a place for rejected parts, with the inspector being responsible to handle any paperwork involved. All fasteners were arranged in the sequence required. Frames were attached to jig points, longerons installed, then the ex.terior ~kins were riveted in place, all at 21/2 inches per mmute lme speed. Lead men on the job watched each others' progress, adjusting the speed controls to match the other line's progress. Occasionally the speed would reach four inches per minute , with the workers being only minimally aware of the increase. Five to six workers were assigned to each station which enabled continuous movement of the assembly line. The only interruptions occurred when someone got stuck be tween the aircraft structure and the four-inch diameter vertical jig members. Plenty of loud hollering prevented injuries and no one was ever hurt on this line! An interesting note about our wartime workers is that
most of them literally ran to the restroom and back so that a replacement would not be necessary during their ab sence. Those station people just did not want strangers in their midst, preferring to take up the slack themselves. As soon as an arriving station was near enough the workers would begin reaching around the jig posts to get the job going. Usually there was enough time between assigned tasks to allow a very short break from the routine. In order to get from one side of the line to the other an overhead walk-way was built. Once the two fuselage halves were completed, including all bracketry, cables, hyd raulics, controls, etc., the two lines were joined at a "Y", and the fuselage conti'1ued moving as the two halves were united. It was a very good system which made possible the high production rate. As the war situation became more critical, we added a gun shop to the facility, which allowed us to deliver com plete, combat-ready ships. Later, an accelerated program necessitated the opening of a final assembly and delivery station at Dagget, California (near Barstow) with Roy Russell in charge of this operation. We normally made engine test run-ups only until 11 :00 p.m. Occasionally complaints would come from those living nearby and these usually were referred to me. An un forgettable episode took place one night with the caller saying, "How in the h - do you expect us to get any sleep, with all that racket going on!" As diplomatically as possible I tried to explain our situation. He shot back, "What the h - are you doing there, you d - foreigner?" I was .t he night superintendent and he had detected my Swiss accent, concluding that I was German. (Unfortunately Charlie still remembers the hurt, 40 years later . . . Author) On ground run-ups it was necessary to open the cowl flaps . On the A-20 a large portion of the wing surface was pretty well blanketed out with these flaps open and they also increased the drag. The new pilots who came to pick up the planes received a short lecture and then watched a brief familiarization film . Although adequately warned, they would take off at times with the flaps open. The A-20 would just barely get into the air in this condition, but our tower operators at Clover Field were very observant and they'd start screaming over the radio to get the cowl flaps closed. such take-offs could be very exciting! A shelf behind the cockpit in the A-20 was a handy place to stow things. One day a colonel took off with the cockpit enclosure unfastened. As soon as he reached take off speed the enclosure opened and away went the colonel's flight bag and cap. There was no appreciable effect on flight behavior, but there was a very embarrassed officer and some poorly concealed chuckles by the ground crew. Later we began having young women work on the flight line. Fuel pressure adjustments had to be accomplished through the cowling, with the engine running. The cockpit occupant would either signal thumbs up for okay or thumbs down on the preceding adjustment. Apparently one lady became confused or disoriented by the prop blast and noise because she turned in a slightly crouched position and walked right into that moving prop, head first. The trailing edge hit her a glancing blow and she staggered back falling to the ground. She just picked herself up and walked away. I guess it just wasn't her turn to check out. Historical Note: Total production of the A-20 and its var iants, BD-l, BD-2, P-70, F~ 3 and F3-A was 6,278 units, with a maximum monthly production of 322 ships occur ring in March 1944. The moving production line is officially credited with this feat. The new Long Beach plant became operational during this period, which eased other produc tion problems. The next evolution was the A-26/B-26 series. Editor's Note: The fourth and final installment of this story will appear in the June, 1983 issue ofThe VINTAGE AIRPLANE . .. G.R.C . • VINTAGE AIRPLANE 15
MEMBERS! PROJE(JTS
This section of The VINTAGE A IRPLANE is dedicated to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.
This beautifully restored 1946 Aeronca 7AC Champ, NC83314, SIN 7AC-1979, has an 85 Continental with C-150 mufflers, ceco nite cover, butyrate dope, new seats and interior. Photo fur nished by Ernest Seiler (EAA 2247, AlC 2377) and James Beckner of Marshfield, MO, who say the plane flies perfectly!
Adolph Albert Pezoldt (EAA 112526, AlC 3149), 1210 Ferndale Lane, Springfield, OH 45503 and daughter Kay rib stitch the left wing of the family's 1950 Piper PA-20-125, N7304K, SIN 213. Along with wife Sandra and two friends, Joe Wunder and Jim Craft, they restored the plane at Mad River Airport, Tremont City, OH over a one-year period, from May 1980 to May 1981 . Resto ration included an overhaul of the Lycoming engine, new cover ing and some improvements such as Cleveland brakes, vacuum pump, static system, gyros, rad ios, wingtip strobes, and an Airtex interior. They never did agree on a paint scheme so the aircraft was painted all white.
GOLDEN OLDIE By Gene Chase The accompanying photo was provided by Professor Robert M. "Bob" Anderson (EAA 53175), NEO A&M Col lege, Box 15, Miami , OK 74354. It is one of four existing photos taken in 1929 of his father, Robert L. Anderson, Okmulgee, OK and his aircraft. Bob writes, "The plane was a 2-place sport biplane called the Farman Sport or Farman David manufactured in France around 1919 by H. & M. Farman. It was pur chased and flown in 1929 by my father, then put into storage during the 'Great Depression'. "Because of the deterioration of the wood and fabric, the wings and fuselage were discarded in the late 1940s with only enough of the original retained to provide most hardware and essential dimensions for restoration . "The engine is a nine cylinder, 60 hp, dual ignition Gnome-LeRhone rotary. It is complete and was preserved by the coating of castor oil it had accumulated wh ile in use. "The aircraft structure was extremely light .. . 445 lbs. empty. All flying and landing wires and other bracing consisted of 1/ 16 " piano wire. All wooden parts of any size, struts, spars, etc., were hopowed out. The wing span was 23.3 feet and the length, 20 feet . Wing area was 280 square feet ." 16 MAY 1983
- FARMAN SPORT
Robert L. Anderson was a pioneer aviator in Oklahoma and son Bob is considering donating the remaining parts of the Farman to the new Oklahoma Air and Space Museum in Oklahoma City.
"Smithy's" Lockheed 8-0 Altair, VH-USB was a modified Lock heed Model 8 Sirius. Changes included enclosed cockpits and
retractible landing gear.
THE SEARCH FOR
"LADY SOUTHERN CROSS" By Gene Chase Australia's number one aviation hero is Sir Charles Kingsford-Smith, a World War I pilot whose later exploits included the first aerial crossing of the Pacific Ocean. This flight was accomplished in 1928 in a flight from Oakland, California to Brisbane in Australia in a Fokker Tri-Motor named the Lady Southern Cross. Charles Edward Kingsford-Smith was born in Brisbane on 9 February, 1897 and lost hs life on 7-8 November 1935 on another long distance flight. On 6 November 1935 at 6:27 a.m. (GMT), he and his co-pilot John Thompson Pethybridge, left England on a flight to Australia in a Lockheed Altair named Lady Southern Cross. It was a flight impelled by financial necessity. Kingsford-Smith stated he would avoid flying over long stretches of water wherever possible. He said that any new record resulting from the flight would be purely an incidental demonstra tion of the capabilities of the aircraft. Refueling stops were made at Athens and Baghdad, and they reached Allahabad on schedule about 30 hours after leaving Lympne in England. The flight had been routine. They left Allahabad at sunset, destination Singa pore. At night the Altair was sighted over Calcutta, Akyab and Rangoon. At dawn the following morning, 8 November, airport officials at Singapore waited in vain for the arrival of the aircraft. An intensive search was launched immediately but produced no result. Eventually hope was abandoned. Eigh teen months were to elapse before the first clue to the mystery emerged. A wheel and part of an undercarriage found floating off Aye Island, near the Burma coast, in May, 1937, were identified by Lockheed officials in California as having come from the Lady Southern Cross. Spurred on by this information, an Australian engineer working in Burma, Mr. Jack Hodder, visited Aye Island. At its highest point he noted a tree with its top cut off. In line with this tree he saw, down the southern slope, the broken tops of a dozen other trees. On the foreshore , near the spot where the wheel was found floating, he recovered a piece of duralu min and a piece of nickel-plated steel moulding. An at tempt to investigate the sea bed was unsuccessful. It is certain that, somewhere under the water separat ing Aye Island from the mainland, between the five and fifteen fathom mark, its exact site as yet undiscovered forty years later, lies the wreck of the Lady Southern Cross and all that is mortal of her Australian crew.
Aye Island, a mere offshore speck nsmg several hundred feet from the sea, its height shown as 360' instead of the correct 460' on many locality maps, stood directly in the path of the oncoming aircraft as it completed its crossing of the Gulf of Martaban . Mr. E. P . "Ted" Wixted, librarian and aviation historian of the Queensland Museum in Australia is currently coor dinating a project to recover "Smithy's" Lady Southern Cross, VH-USB. He has made two visits to Burma and from his investigation of the area from both the ground and air, he believes he knows where the plane is likely to be resting on the seabed. A team of divers has been practicing in the Brisbane River and nearby Moreton Bay with special flotation equip ment purchased in West Germany. The necessary clear ances from the Burmese Government have been obtained and funds are presently being solicited in both Australia and England to finance the endeavor to raise the Altair without further damage. If successful, this would solve a 47-year-old aviation mystery. Philatelists and other aviation historians may be in terested in one method which is currently being used to help raise the needed funds. A special series of illustrated envelopes has been created celebrating historic aviation events of both Australia and the United Kingdom: these philatelic covers are collector's items, being limited in number, specially postmarked and all flown in aircraft ranging from Qantas 747s to a Tiger Moth. A set sells at £30 and a support team cover costs £15 . Contributions will be paid into a special bank account in London for transfer into a holding account at the Queensland Museum in Brisbane. These funds will be used exclusively for search activities around Aye Island. Postal orders should be made payable to Lady Southern Cross Expedition and sent to: Mr. Kevin Lindeberg (London Representative), Lady Southern Cross Search Expedition, 215 Harlesden Road, Willesden, London NW10, United Kingdom.
Editor's Note: We are indebted to Mr. Pat Harrington (EAA 89281, NC 1456), 35 Leone Street, Lawnton, Bris bane, Queensland 4501, Australia, and Mr. E. P. Wixted, Librarian, Queensland Museum, Gregory Terrace, For titude Valley, Queensland, Australia 4006 for this account of the Lady Southern Cross and the plans to recover the wreckage . .. G.R. C.
VINTAGE AIRPLANE 17
OTTO HEYER AND SCHELLVILLE
By Bill Ewertz
(EAA 42278, AlC 7005)
110 Specht Road
Sonoma, CA 95476
(Photos by Bob McKenzie)
Schellville: A unique airstrip located 50 miles north of San Francisco, California and dedicated to antique, classic and experimental aircraft. It is home to the Schell vi lie Antique Escadrille which currently has over 100 members. Otto Heyer, 69, our treasurer for many, many years suf足 fered a fatal heart attack while driving home from the field after working on his Cub. And now . . . The Treasurer's Report . .. Otto ... Well ... the savings account has $439.23. The checking account has a current balance as of Wednesday of $247.13 + / - . .. except I just got two tens and a five in cash, a bill for $9.20 from Jeannie and I haven't figured the sav足 ings interest yet. We still have a couple of bills coming in from Jim so the balance is . .. well , I'll figure it later. Such is the legacy of Otto Heyer. Otto . .. the most entertaining and accurate bookkeeper/treasurer the club has ever had. 18 MAY 1983
Otto ... who introduced the club to the hazards of Southern Comfort Manhattans. Otto ... the dedicated antiquer who built a row of rental hangars to house our "goodies". Otto ... who traveled to Oshkosh each year taking some of us with him. And to Ardene who enjoyed his hobbies as he did. To Otto we say goodbye.
Some of the 32 planes awaiting take-off.
Bill Ewertz in his 1929 Great Lakes.
Don Carter's Ryan STA
Saturday, November 13 was the only clear day we had after a solid week of rainy misery. The day had to be good because Otto was something special and we just had to do something special to honor him. And something special we did! The Schell ville An足 tiquers fielded 32 aircraft to fly a missing man formation . Leading was a three-plane vee of Marquart Chargers (since Otto's Charger was his pet project and his was into the final painting stage). Following the Chargers were group足 ings of antiques, classics and experimentals in formations of three or more by classifica tions. A continuous circuit of planes made three passes over the field with one Charger pulling out and heading west on the second pass. At the completion of the third pass everyone landed and grouped together for Otto's Antique Party. Jim Lynch put our feelings into words with a toast Otto would have been proud of. Southern Comfort Manhattans were tipped as we began our "attitude adjustment hour" . Ardene Heyer provided ample food to round out the menu. Otto's ashes have now permanently joined the Schell ville soil over which he flew and we now fly, dogfight and cut paper. Thanks Otto ... for just being you!
Following is a listing of planes and pilots in the forma足 tion: Jim Smith - Marquart Charger Ray Galeazzi - Marquart Charger Jeannie Williams - Marquart Charger Bob Brunner - Acroduster II Erik Peterson - Starduster II Larry Haywood - Chipmunk Dick Terangio - Chipmunk Lee Grabill - Ryan PI'-22 Don Carter - Ryan ST A Leif Ostnes - Fairchild 24 W Frank Ramos - Fairchild 24R Jan Ewertz - Aeronca 7AC Roy Harris - Aeronca 7AC Mike Davi - Aeronca 7AC Ken Copp - Aeronca Chief George Dray - 1929 New Standard Glenn Lyman - 1931 Travelair 12W Jim William - 1929 Fleet Bill Ewertz - 1929 Great Lakes Arden Valasek - Waco UPF Len Grantham - Stearman PI'-17
(L-R): Starduster II, Erik Peterson; Marquart Charger, Jim Smith; Marquart Charger, Ray Galeazzi.
Steve Johnson in his AT-S.
VINTAGE AIRPLANE 19
i
PT-22 and Lee Graybill.
Bill Walker - Stinson 108 Bill Lawson - Culver Cadet Bruce McGlocklin - Piper Clipper Steve Johnson - AT-6 Pete Weibens - Bonanza Buzz Moll - J -3 Lee Schaller - Super Cub Ron Metcalf - Super Cub J oe Pollyak - J-3 Al Flint - Cessna 140 Tom Thacker - EAA Bipe
Glenn Lyman's 1931 Travel Air 12W.
ExPERIMENTAL A,RCRAFT ASSOCIATION
Otto Heyer (EAA 2213) was an ardent supporter of sport aviation and Schellville Airport will not be the same without him.
Chipmunk - Larry Haywood.
George Dray's 1929 New Standard.
,
20 MAY 1983
LETTERS TO THE EDITOR
1932 Heath Parasol restored by Dr. Ed Garber (EAA 38078, Ale 162). The colors on this attractive little Heath are black and gold.
Dear Gene: Knowing of your interest in the ultralights of the 20s and 30s, I have enclosed a picture of my latest Heath . This Heath was originally built by a couple of Minnesota far足 mers in 1932, and there was a picture of it in one of the Antique Airplane Association magazines during the mid足 fifties. You might remember this airplane ... the fuselage stood up in the corner of Bob Taylor's hangar at Ottumwa, Iowa for several years. It was owned by John Edgren and I purchased it from him a few years ago. As you will notice, the tail section is somewhat modified and the landing gear is a more modern type. I started with the fuselage and some other pieces, but built all new wings, struts, engine mount, etc. It is powered with a Continental A-40 and flies "strongly" as they used to say. We hope to get some in-flight pictures in the near future of both of my Heaths flying together and I shall forward a picture of that event to you. Hope you and all the gang at EAA are doing well, and we are looking forward to a big week in the summer. With kindest regards, Sincerely yours, E . C. Garber, Jr., M.D. 1641 Owen Drive Fayetteville, NC 28304 Dear Gene: Just a short letter to comment on a few things in the January and February 1983 issues of The VINTAGE
AIRPLANE. First, your comment regarding the bulge aft of the cockpit on Frank Hawks' Texaco 13 ... as near as I can determine from my factory photos (your back cover is one of those negative numbers) this was the original version with an entirely different paint design. It appears that after Hawks dead-sticked it at the factory on a test flight, it was rebuilt without the bulge. Also see Ed Phillip's book, "Wings Over the Prairie". In the February article by Joe Haynes it is mentioned that Frank Hawks' NR1313 was modified with the short racing wings from NR614K for the 1930 Thompson race. Although this is possible, I rather doubt it, since I have examined the short wings for NR1313 very closely, and have found no evidence that they ever had any paint on them other than the Texaco red and cream with the logos hand-painted on. The aileron drain grommets were never even opened up. As you know these wings are currently in the Staggerwing Museum in Tullahoma, TN. One last note ... the replica being built at Tullahoma is not the only one. Dick Austin was well along with his
when he was killed, and I hear that Bill Freeman of Stone Mountain, GA now owns it. Of course you should already know about mine. The enclosed photo, taken last summer shows it on the gear. Mine will have an R-975-28 Wright with a 2D-30 constant speed prop. We hope to start the plywood covering this summer. Sincerely, Willard and Donna Benedict (EAA 6786 , AIC 294) 129 Cedar St. Wayland, MI 49348 Dear Gene: I enjoyed seeing the pictures of the Stinson Reliant in the November 1982 issue of The VINTAGE AIRPLANE. I owned a SR-7B, NC15174 and flew it from 1948 to 1951. It had a Lycoming R-680 245 hp engine with a Lycomingl Smith manual propeller. I looked at this beautiful airplane at Oshkosh '82 and noted it was just like mine except for the propeller. There must be something wrong with the paperwork. Mine would not do 146 mph. It indicated 85 mph at 15 gal.lhr. and hardly trued about 100 mph. (The writer is comparing his Stinson with Roy Redman's SR-8C powered with a 300 hp
Lycoming and Hamilton Standard constant speed propel足 ler.) The blower seal was out on my engine and I couldn't close the throttle because it would suck a gallon of oil on every landing and the smoke would cover the airport. So I would enter the pattern, cut the ignition opposite the runway, leaving the throttle in . After the touchdown I'd pull the throttle back, flip the ignition on and taxi away with no smoke. I flew it that way for a year before I sold it for $500 and a Taylorcraft L-2 . The guy was going to rebuild the Stinson but he just scattered the pieces and that was the end of it. I had a forced landing in it when I was coming home from the 1949 Cleveland National Air Races. I was sure I had enough gas to get to Hannibal, MO but I encountered a severe shortage of petrol about five miles out, where the Mississippi River is three miles wide! The prop stopped straight up and down and was the only time it ever stopped windmilling. I landed it without a scratch but it was a bad experience. With three of us in it, lots ofluggage and only % tank of fuel, it still took a full half mile to get it off and I de-tassled some corn on the way out. Keep up the good work on VINTAGE, Gene. Sincerely, David D. Blanton (EAA 10738, AIC 772) President and Chief Engineer Javelin Aircraft Company, Inc. 1980 Easy St. Wichita, KS 67230
VINTAGE AIRPLANE 21
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You Cub buffs take note ... this is the original fabric on this 1946 Piper J-3 Cub owned and flown by Donnie Jensen (EAA 132141, AlC 4286), Rt. 2, Box 288, Albert Lea, MN 56007. Note positioning and style of the letters and numbers. Photographs at Oshkosh '82 by Norm Petersen.
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ACRO SPORT - Single place biplane capable of un limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos ana exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 425-4860. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com plete with isometric drawings , photos, exploded views. Plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor ners, WI 53130. 414/425-4860. POBER PIXIE - VW powered parasol - unlimited in low. cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3V2 gph at cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 425-4860. WANTED: PARTS,TOOLS,MANUALS,TECH.ORDERS, SERVICE BULLETINS FOR EARLY WRIGHT 1820 F SERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20, -25, -30, -37 & -75. ODER, 13102 DAYWOOD DRIVE, HOUSTON, TEXAS 77038. 713/445-33n.
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e
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VINTAGE AIRPLANE 23