VA-Vol-16-No-12-Dec-1988

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

Tti~

EDITOR

Mark Phelps

DECEMBER 1988. Vol.

ART DIRECTOR

Mike Drucks

Copyright

~ 1988

16~

No. 12

by the EAA Antiquel Classic Division , Inc. All rights reserved.

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen

Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

EDITORIAL ASSISTANT

Carol Krone

STAFF PHOTOGRAPHERS

Jim Koepnick

Carl Schuppel

Jeff 150m

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Espie "Butch " Joyce 604 - Hwy. Street Madison , NC 27025 919/427-0216

Vice President M.C. " Kelly" Viets Rt. 2, Box 128 Lyndon , KS 66451 913/828-3518

Secretary George S. York 181 Sloboda Ave .

Mansfield, OH 44906 419/529-4378

Treasurer E.E, "Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591

DIRECTORS Robert C. "Bob" Brauer 9345 S. Hoyne Chicago , IL 60620 312/779-2105

John S. Copeland 9 Joanne Drive Westborough , MA 01581 508/366-7245

Philip Coulson 28415 Springbrook Dr. Lawton, MI49065 616/624-6490

William A. Eickhoff 415 15th Ave. , N.E. St. Petersburg, FL 33704 813/823-2339

Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa, OK 741 05 918/742-7311

Stan Gomoll 1042 90th Lane , NE Minneapolis, MN 55434 6121784-1172

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430

Robert D, "Bob" Lumley Nl04W20387 Willow Creek Rd .

Colgate , WI 53107 414/255-6832

Arthur R. Morgan 3744 North 51st Blvd.

Milwaukee, WI 53216 414/442-3631

Gene Morris 115C Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI53213 414/771-1 545

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS John A. Fogerty RR 2, Box 70 Roberts, WI 54023 715 /425-2455

Steven C. Nesse 2009 Highland Ave. Albert Lea , MN 56007 507/373-1674

Peter Hawks

Sky Way Bid ., Suite 204

655 Sky Way

San Carlos Airport

San Carlos, CA 94070

415/591-7191

Contents 4

Letters to the Editor

5

Welcome New Members

6

Members' Projects/by Norm Petersen

8

Time Capsule/by Dennis Parks

Page 12

10

Vintage Literature/by Dennis Parks

11

Vintage Seaplanes/by Norm Petersen

12

An Airplane Named Davis/by Mark Phelps

19

Fun-Flying Foursome/by Norm Petersen

23

Beaver Retriever/by Ron Ferrara

25

Pass It To Buck/by E.E. "Buck" Hilbert

27

Vintage Trader

31

Mystery Plane/by George Hardie, Jr.

Page 19

FRONT COVER .. . Gene Chase (rear cockpit) flies his rare Davis D-l-W late in the afternoon on a crisp, fall day in Oshkosh . Chuck Larsen , EAA director of education is in the front cockpit. (See Page 12.)

(Photo by Carl Schuppel) REAR COVER . .. Xen Motsinger at the controls of the EAA Oshkosh '88 Classic, Class I Champion Award-winning Aeronca 7AC. (See Page 19.)

(Photo by Carl Schuppel)

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION, and the logos of EXPERIMENTAL

AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION , EAA ANTIQUE/CLASSIC DIVISION INC.,

INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA

SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are

trademarks of the above associations and their use by any person other than the above associations is strictly

prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles

are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material

should be sent to: Editor, The VINTAGE AIRPLANE, Wittman Airfield, 3000 Poberezny Rd., Oshkosh, WI 54903-3086.

Phone: 414/426-4800.

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division ,

Inc., of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , 3000 Poberezny Rd .,

Oshkosh, WI 54903-3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Member足

ship 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 Division does not guarantee or endorse any product offered through our advertis足

ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising

so that corrective mmeasures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield, 3000 Poberezny Rd.,

Wittman Airfield, Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 3

Letters TO The Editor <mi

More on the Marchetti Dear editor, As a follow-up to Norm Petersen's article on Buzz Kaplan's Savoia-Mar­ chetti S .56 (August), here is a photo of the same plane that I took in 1949, and a little history. I don ' t know who actually owned it at the time, but the resident of the British Overseas Air­ ways Corporation (BOAC) at the Boe­ ing plant in Seattle got to fly it as his own in return for keeping it airworthy.

His name escapes me now, but he in the S.56 and I in my Luscombe 8E were frequently together at Seattle area seaplane gatherings in 1949 and '50.

After the BOAC man left, the S .56 was parked on Renton Airport south of Seattle, where it soon deteriorated to a basket case. In the mid-1950s a former Seattle resident and glider-builder, Volmer Jensen heard about it. Since one of his hobbies is skin-diving, he was looking for a suitable amphibious airplane in which to fly to his diving sites. He ended up buying the Mar­ chetti without having seen it.

A long-time Seattle friend of Vol­ mer' s, Prater Hogue and I packed the pieces in the crate that my Schweizer 1-26 glider kit had come in . When Vol­ mer got it he quickly decided that re­ storation of the S.56 would be more work than his use for it justified. It would be easier and quicker to build a new plane from scratch, as was done with the soon-to-become-famous VJ­ 22 "Sportsman" amphibian that used wings and tail feathers from an existing Aeronca . Some of the S.56 fuselage/ hull structure influenced the hull de­ sign of the VJ-22 .

Now please take a good look at the accompanying photo, which I selected carefully from the several different views that I have of NC 194M. It could be from perspective, or the camera angle, but it sure looks to me as though the right aileron is longer than the left.

Although American-built, this is an Italian design of the mid-1920s, and it is known that some Italian designs of World War I and later had assymetric wings, supposedly for trim correction at operating speed without need for manual trim or control surface dis­ placement.

Does anyone know whether this was the case with the S.56? The drawings that I have in old Aircraft Yearbooks, etc . are too small to permit scaling one 4 DECEMBER 1988

aileron against the other. Perhaps someone can contact Buzz Kaplan and ask if NC 194M actually has assymetri­ cal ailerons ...

Peter M. Bowers Seattle, Washington Norm replies: Dear Peter, What a genuine pleasure to hear from you , a true seaplane pilot whom I have admired for years . Could the Luscombe 8E on 1400 Edo floats on page 323 of Juptner' s Vol. 7 be your airplane? It looks so familiar .

A phone call to Buzz Kaplan's hangar found both him and Gary Un­ derland up north hunting geese . How­ ever, his handyman Harold "Steve" Stavenau took time to count ribs! He reported 10 ribs in each aileron and six ribs from center line to the aileron bay on each wing of the S.56. After looking the wing over carefully, it is his opinion that both ailerons are the same length .

And to complete my day, I called 79-year-old Volmer Jensen . He totally confirmed your letter and added some additional information. Volmer paid $150 for the S.56 in 1955 and you and Prater Hogue packed the pieces in a crate and shipped them south. Al­ though the airplane was too difficult to restore, Volmer used many of the S .56 design qualities in his VJ-22 Sportsman . He gave the remains, minus engine, to a friend and sold the 100-hp Kinner and ground-adjustable metal prop for $50! (As Buzz would say, "Ouch!")

It was also a surprise to learn that Volmer had worked on NCI94M in 1930 in Seattle, rebuilding parts of the wooden empennage and fixing the landing gear. He reports that the orig­

inal VJ-22 amphibian is still in great shape and flying well after 29 years.

Volmer flie s it out ofWhiteman Airpark on a regular basis .

Peter, my fonde st hope would be that you and I would live to be a vi­ brant 79 like Volmer Jensen . His en­ thusiasm for aviation and super keen mind are an inspiration to us "young­ sters. " Kindest regards , Norm Petersen

Modest author Dear Mr. Phelps, It was a surprise to see my Airline Scene, Then and Now (September) in THE VINTAGE AIRPLANE. When I wrote it , it was my idea of only pre­ serving or restoring experiences in my life . I realize that it was not exactly what is normally found in THE VIN­ TAGE AIRPLANE. Perhaps a few old airline pilots such as Randy Newhouse here in Tucson may have enjoyed it.

Randy is restoring an Aeronca C-3 and already has a Fleet and a Bonanza. I am going to try to get him to take some pictures and do a short piece on that .

I almost forgot to tell you how much appreciate THE VINTAGE AIRPLANE. I see many old friends in it. Several years ago when selling tur­ boprop aircraft, I demoed one for Mr. Kaplan of Owatonna Tool Co. The story of his European tour in his Savoia Marchetti S.56 (August) was one I read twice.

Thank you again for using my arti­ cle. Please give my best to Mary Jones.

Sincerely,

Dick Stevens (EAA 258513 , A/C

85705)

Tucson, Arizona .

(Continued on Page 26)

WELCOME NEW MEMBERS

The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through September 18, 1988). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Humphrey Jr., Edward R. Columbia, Maryland

Masters, Bill E. Rochester, New York

Peters, Maxwell L. Donvale, Australia

Speaker, Terrance J. Janesville, Wisconsin

Hutson, Robert W. Northbrook, Illinois

Matson, Gerald R. Sterling, Virginia

Pltoniak, Michael East Hampton, Massachusetts

Sponseller, Robert D. Shelby, Ohio

Hyman, Jerry A. Mesa, Arizona

MaHhews, Alan R. Des Moines, Iowa

Posey, David L. Woodstock, Georgia

Stikeleather Jr., Lee K. Arlington, Virginia

Jones, Charles M. Enterprise, Alabama

Maxwell, William C. Cardiff, New Jersey

Prancan, Arthur V. Newark, Illinois

Stone, Charles A. Danbury, Connecticut

Jones, J.M. Madison, Georgia

Maynard, Harry

Cashiers, North Carolina

Prossor, David L. Keysborough, Australia

Talley, Don C. Longview, Texas

Judy, Ronald W. Gate, Oklahoma

McCaw, Bruce R.

Bellevue, Washington

Rezln, David Warrens, Wisconsin

Tauferner, C.W. San Jose, California

Killingbeck, Marvin D. Duncanville, Texas

McClelland, William F.

Alexander City, Alabama

Richardson, Robert A. Bethesda, Maryland

Thomas, C.S. Social Circle, Georgia

Kilponen, Jeffrey G. Dallas, Texas

McCrea, Ross

Bennington, Nebraska

Riggs, Donald L. Asbury, New Jersey

VaneHen, Robert L. Ravena, New York

Lambert, Kenneth C. Escanaba, Michigan

McDermoH, H.C.

Boca Raton, Florida

Rosenberger, Anthony T. Ambridge, Pennsylvania

Wall, Randall J. Ava, Illinois

Lane, Robert S. Santa Maria, California

Merry, W. Neal

Duxbury, Massachusetts

Rudeen, Rik Bird Island, Minnesota

Warner, Nicholas Pittstown, New Jersey

Lapp, Ken Calgary, Alberta, Canada

Metzger, R.B.

New York, New York

Russell, John W. Phoenixville, Pennsylvania

Weller Jr., Russell Placerville, California

Larsen, Joseph Stroudsburg, Pennsylvania

Miller, Gary

Carlisle, Iowa

Sauer, David R. Evansville, Indiana

Weppner, Richard T. Boulder, Colorado

Larsen, Paul E. Spring Hill, Florida

Miller, James F.

Boaz, Alabama

Sawdon, Edwin G. Marysville, Michigan

Whitesell, Paul Plano, Texas

Lau, David C. Oconomowoc, Wisconsin

Mojord, Bjorn Olav

Asker, Norway

Sentell, Michael Maryville, Tennessee

Wilde, Harry Colac, Australia

Laub, John W. Madison, Wisconsin

Monroe, Daryl

Fruita, Colorado

Serviss, Cheryl Arroyo Grande, California

Williams Jr., W.O. Bryan, Ohio

Laughter, Dan J. Madlothian, Virginia

Montedonico, Robert A.

New Bern, North Carlina

Shearer, ScoH S. Lebanon, Oregon

Wilson, William L. Oak Grove, Missouri

Layne, James Glasgow, Kentucky

Moquin, Thomas A.

Florence, Kentucky

ShuHer, David R. Wokingham, England

Wolverton, Adrian Jackson, Wyoming

Leonhardt, Jack Sheboygan, Wisconsin

Morris, Daniel A.

Greenwood, Indiana

Sizemore, Leslie E. Waldron, Michigan

Woodrow, John K. Springfield, Ohio

Lightle, Charles F. Anderson, Indiana

Murray, Raymond

East Aurora, New York

Skingley, Robert H. Westland, Michigan

Wright Jr., John A. Springfield, Illinois

MacFarlane, James McAlpin, Florida

Norman, Jane S.

Chippenham, England

Smith, Leonard C. EI Toro, California

Yearout, Michael Breckenridge, Colorado

Maher, David Billerica, Massachusetts

Norton, Richard

Clinton, Ohio

Smith, Lloyd Edward Salisbury, Maryland

Zikoski, Michael O. Bethlehem, Pennsylvania

Manser, Edwin H. SI. Gall, Switzerland

Osborne, J.L.

Oro Grande, California

Smith, Michael Sioux Falls, South Dakota

Zimmer, Dennis Madison, Minnesota

Marbach, earl B. Ambler, Pennsylvania

Parker, G. Rodney

Fayetteville, Georgia

Snook, George 000 Syracuse, Indiana

Zimmerman, L. John Wichita, Kansas

Markovich, Bruce M. Canoga Park, California

Payne, Kermit T. Rock Hill, South Carolina

Sohn, Randall L. Edina, Minnesota

Massell, Michael Cedar Rapids, Iowa

Pesch, Norm J. Miami, Florida

Sowell, Patricia B. Statesboro, Georgia

â&#x20AC;˘

VINTAGE AIRPLANE 5

MEMBER'S PROJECTS...

by Norm Petersen

Beautifully restored Call Air A-3, NC2903V, SIN 119, was displayed at the 1988 Copperstate Fly-In. Restored by Ron Cook (EAA 220562,

AlC 8163) of Goodyear, AZ, the rare (one of nine on the FAA Register) model A-3 was built in Afton, Wyoming in 1948 and powered

with a 125 Continental engine. Ron installed a Continental C-145 engine, covered the wings with Stits and the fuselage with Razorback

and finished the aircraft in a spectacular burgundy and silver paint scheme.

Designed for high altitude work in the mountains, the Call Air A-3 has sprightly performance at 1550 pounds gross and can carry

two (or three) people plus a load of baggage and 30 gallons of fuel. Normal takeoff roll is about 250 feet!

This photo and information was sent in by Gus Gustovich (EAA 263995) of Route 2, Box 402-E, Casa Grande, AZ 85222, a brand new

student pilot! Our compliments and best wishes go out to both Ron Cook and Gus Gustovich.

This modified 1950 deHaviliand DHC-1 "Chipmunk," N101JF, SIN CHH35, is owned and flown by Dr. Jonathan Fox (EAA 304083) of Miami, FL and his brother, Jeffrey, of Coral Gables, FL. Used for towing an ASW20C glider, the Chipmunk has an enlarged rudder and what appears to be a 180 hp Lycoming conversion complete with a constant speed propeller.

6 DECEMBER 1988

Another restoration from the duster ranks is this 1943 Stearman PT-17, N5057V, SIN 75-5598, powered with a R-985 Pratt & Whit足 ney of 450hp. The owner-builder is Enrique Vargas (EAA 304106) of Upland, CA.

The aircraft started out as a crop duster in California and ended up in Alabama where Enrique purchased it in 1981.

Features include a fuel injection system, complete inverted sys足 tems, 12-gallon oil tank, four ailerons with spades and a smoke system with 25 gallons of smoke oil! Built up for airshow work, the Stearman features extra landing wires for outside maneuv足 ers and beefed up wires on the tail.

VINTAGE AIRPLANE 7

The Time Capsule CURTISS GULFHAWK I The Gulfhawks that Frank Williams used for the Gulf Oil Corporation flight demonstration are normally associated with the Grumman F3F, SF-2 or F8F that he used from 1936 to 1951 but he first used a Curtiss.

Purchased from Curtiss in 1930 as a Hawk lA, this was the plane that started Navy Lt. AI Williams on his civil career as manager of Gulf's aviation department.

Built by Curtiss as a long-range demon­ strator, the plane first came powered with a Conqueror engine and was registered as NR636E. The photo represents the plane as pur­ chased from Curtiss by Williams with a Wright Cyclone engine, and registered as NR982V. In August 1931 Williams changed the powerplant to a 575 hp Bliss Jupiter. Originally faired with wood string­ ers and covered with fabric, after a crash the plane was skinned with metal and had a 710 hp R-1820F-3 Cyclone engine. This engine was transferred for use to his new Grumman Gulfhawk II in 1936. The Gulf­ hawk I was placed in a trade school where it remained 'till purchased in 1958 by Frank Tallman who restored it with a 600 hp Pratt & Whitney Wasp.

The plane is now part of the National Air & Space Museum collection.

by Dennis Parks

:,.

TRAVEL AIR 6000 Produced from 1928 to 1930 the Travel Air 6000 was typical of the large single­ engine cabin monoplanes of the period.

Introduced as the " Limousine of the Air, " the type saw much use as airliners and corporate planes. It was a very capable machine, able to carry a payload of 965 pounds at 102 mph.

An outgrowth of the 5000 series which included the famous " Woolaroc," winner of the Dole race to Hawaii, the 6000 in­ creased seating from five to six and had amenities such as an insulated, heated cabin. The most popular of the series was the B-6000 which used a 300 hp Wright J-6-9 in place of the original J-5. More than 80 of the 6000 series were built from 1928 to 1929 when Travel Air was ac­ quired by the Curtiss-Wright Corp.

A 12 page illustrated catalog of the over 1,000 negatives in the Radtke Collection is now available from the EAA Foundation Archives for $3.00 postpaid. Write : EAA Aviation Foundation Library, Wittman Airfield, Oshkosh , WI 54903-3065 or call 1:800-843-3612.

8 DECEMBER 1988

HOWARD DGA-7 The Howard DGA cabin monoplanes were based on the DGA-6 racer " Mr. Mul­ ligan" which won the Bendix Trophy cross-country race as part of the 1935 Na­ tional Air Races. The racer was very un­ usual at the time as it was a high-wing strut-braced cabin monoplane, with side­ by-side seating and dual controls. Up front was a big Pratt & Whitney modified to produce 830 hp.

Designed by Ben Howard and Gordon Israel the racer was to be the basis for commercial applications. These later planes were the four- and five-place DGA (Damned Good Airplanes) cabins of the late 1930s and early 1940s. The plane pic­ tured is the 1936 DGA-7, prototype of the DGA-8 series and known as " Mr. Flani­ gan" . Looking very much like the " Mr. Mulligan" it was patterned after, the four­ place ship was powered by a 420 hp Wright Whirlwind. The production DGA­ 8s were powered by the popular 320 hp Wright R-760E Whirlwinds and produced a cruise of 185 mph. Some 70 aircraft in the DGA cabin series were produced from 1937 to 1942 when the US Navy took over the production output.

-------------~~----------.

BOEING F4B-4 The classic naval biplane of the 1930s was the Boeing F4B series. First intro­ duced in 1928, the design was basically a refinement of earlier Boeing fighters but had some new structural features. For example, the fuselage was constructed of riveted and bolted square section aluminum tubing instead of welded steel tubing.

The F4B-4 was the major production version of the series with 92 being built.

By the time of its production the forward fuselage structure had been changed to a metal-skin steel tube structure and aft a stressed-skin aluminum monocoque deSign. A turtledeck rear fuselage fairing had also been added. Delivery began in July 1932 and last received in July 1932.

They served at sea till 1938, when they were assigned to shore duty.

VINTAGE AIRPLANE 9

by Uennis Val"ks

Trends in Airplane Design - 1939 In 1931 the Aeronautics Branch of the Department of Commerce pub­ lished a study of aircraft design trends as evidenced by the type approvals is­ sued during 1928 , 1929 and 1930. This was published as Aeronautics Bulletin No . 21 "Trend in Airplane Design."

The October 1987 "Vintage Litera­ ture" series examined those trends and the November 1987 issue compared those trends with the new aircraft ap­ proved in 1931.

Skipping to the end of the decade we will examine the aircraft issued type certificates in 1939 and see if there were any discernible trends .

The first trend as compared to the earlier studies was the great decrease in numbers certified . There were only 13 type certificates issued during the year, one was for an autogiro and two for multi-engine aircraft. The rest were single-engine monoplanes (10) or bi­ planes (2) .

Configuration At the end of the first decade of type approvals , a major trend in design was to an enclosed monoplane. At the end of 1930 there was an almost even split between monoplanes and biplanes.

The ratio of monoplanes to biplanes for 1931 was 69 percent to 32 percent.

For 1939 only two biplanes were is­ sued appprovals-the Beech Staggerwing and the Waco ARE .

Through the first four years of ap­ provals no one type dominated the other in the ratio of open vs. closed aircraft. During 1931 there was a slight trend toward open aircraft with 57 per­ cent of the aircraft being of open con­

figuration . In 1939 except for the Kel­ let autogiro, there were no open­ cockpit aircraft approved .

The high-wing design was favored over the low-wing with seven of the monoplane designs being high-wing and three low-wing. The predominant power package favored was the single­ engine tractor. The multi-engine air­ craft were the Boeing 314 Clipper and the Model 18 Twin Beech . These planes had engines buried in the lead­ ing edges of the wing, a trend first cer­ tified in 1933 with the twin-engine Boeing 247 .

Speed Top speeds continued to increase with the 1939 designs having an aver­ age of 148 mph . The average top speed in 1930 was 126 mph going down to 122 mph in 1931 (probably due to the large number of lightplanes certified that year) . The top high-speed rating for an aircraft in 1939 was 240 mph for the Twin Beech. The bottom high­ speed rating was 96 mph for the Piper 14B Cub Coupe.

The Twin Beech also had the widest range between landing speed and top speed during the year-182 mph-up almost 40 mph from the 146 mph range of the Lockheed Orion in 1931. The average speed range for 1939 was 98 mph with the lowest range 60 mph for the Piper 14B.

30 lbs/hp. The lowest in 1939 was the nine lbs/hp of the Twin Beech.

Wing Loading For 1939 the average wing loading was 15 Ibs/sq ft up from the II lbs/sq ft of 1931. Both were below the over 19 lbs/sq ft obtained during 1930. The highest wing loading for the year was 28.78 lbs/sq ft for the Boeing Clipper, which also carried the greatest payload of 33,955 pounds. The lowest was 6.83 Ibs/sq ft for the Piper Cub Coupe .

Payload During 1939 the average payload per horsepower increased from the 5 .72 lbs/hp average of 1931 to 6.59 lbs/hp. In 1930 the rating was as low as 2.5 lbs/hp.

By this measure of efficiency the least efficient new aircraft design for 1939 was the Twin Beech with a rating of 3.06 pounds of payload per horse­ power not much above the low of 1931 which was the 2.87 lbs/hp for the Stearman Cloudboy. By the same token the most efficient aircraft was the 75-hp Stinson 105 carrying 8.76 Ibs/hp.

A Decade Plus Of Aircraft Design From 1927 to 1939 over 700 aircraft received type approvals. The trend went from open cockpit biplanes to en­ closed monoplanes; horsepower rat­ ings ranged from 30 hp to over 1,200; Power loadings increased from the 2 + lbs/hp for the Liberty powered mailplanes to the 8 + Ibs/hp for the Pipers and Stinsons of the late 1930' s.

The end of the decade saw a trend from rag and tube construction to all metal for commercial aircraft. A trend that would be adopted by lightplanes after World War II . •

Power Loading

.1

.'

I

Til E FAIR CHILD. 14

10 DECEMBER 1988

The average weight supported by each unit of horsepower decreased dur­ ing the period 1927-1930 from a high of nearly 19 lbs/hp to a low in 1930 of below 15lbs/hp. There was an increase in power loading during 1931 with an average of 15.7 lbs/hp. By 1939 this had continued to increase with an aver­ age of 16.6 lbs/hp. The highest power loading for 1939 was 21.43 lbs/hp for the 75-hp Funk Model B. This was far below the record set by the Cycloplane in 1931 which carried an astonishing

.1

.~

t--=

l _I ' v

_

0

TH E P IPER CUB COU PE

I)

VINTAGE SEAPLANES

by Norm Petersen

Back in 1926, the Hamilton Manufacturing Co. of Milwaukee, Wisconsin, was a noted manufacturer of wooden propellers and all­ aluminum pontoons. From this base, it advanced to the building of airplanes in 1927. The first Hamilton airplane was an all-metal shoulder-wing monoplane powered by the Wright J-5 Whirlwind engine. Designed by James S. McDonnell, later founder of McDonnell Aircraft Co. (which beg at McDonnell-Douglas Aircraft Co.), the first model was intended to be a combined passenger and mail plane.

Pictured here with a set of Hamilton metal floats installed, the aircraft was unique in that the lengthwise ribs in the skin were not straight, but followed the curve of the fuselage. In addition, the passengers looked out through plexiglass panels built into the lower side of the wing roots! Only this one example was built, the next model was the H-45, which used a high wing and was used extensively by small airlines before being relegated to Alaskan " bush" flying .

1927 Fairchild FC-2 mounted on Hamilton metal floats and powered with a Wright J-5 Whirlwind. Picture was taken in Canada where registration was listed under the Great Britain lettering system, prior to the " CF" Canadian system. â&#x20AC;˘ VINTAGE AIRPLANE 11

AN AIRPLANE NAMED DAVIS

Gene Chase flies a rare, little-known gem from

Richmond, Indiana.

EarlY in 1983, fonner editor of THE VINTAGE AIRPLANE, Gene Chase and his wife, Dorothy were having din足 ner in a Chinese restaurant. When Gene opened his fortune cookie at the end of the meal, the message read, "YOU WILL HAVE AN UNEX足 PECTED TREASURE." A few days later, Gene found that Dale Crites's Davis D-I-W , an airplane he had wanted for some time,was up for sale.

Two knowledgable buyers had rejected the coveted airplane because they were simply too large to fit in the small cockpit. Since Gene is short in stature and long on enthusiasm, the airplane now sits in his hangar alongside his other treasured possession, an E-2 12 DECEMBER 1988

by Mark Phelps Taylor Cub. Gene still keeps the slip of paper from the cookie to remind him of the good fortune he enjoyed when he got his Davis.

A fonner Naval aviator, Gene has flown more than his share of exotic airplanes , from 8-17s to Corsairs to Cubs . His logbook reads like a "What's what" of aviation history.

Why were you so keen to own a Davis, Gene?

He answers, "I was transferred to Tulsa from Salt Lake City when I was

flying for Amoco, the production com足 pany for Standard Oil of Indiana. That was about 1958. I started flying in my spare time at the local airport-Harvey Young. Encel Kleier was restoring a Davis that had been involved in a fatal crash at Brown Airport in Tulsa. It had been damaged pretty heavily and he didn't even know what shape the fuse足 lage should be. I had some pictures from my files so I made copies for him .

He got it restored and asked me to give him some dual in it because I was short so I could fit in the cockpit! He also knew that I flew old airplanes. Well, I fell in love with that Davis. It was a very early serial number converted to a Warner 145 just like mine . Clyde

Bourgeois now owns that airplane, NC848H . At that time I never dreamed that I'd have the opportunity to own one."

Gene can't be real specific when you ask him to tell you exactly what it is that's so good about a Davis. The best way to find out is to go fly it. Gene is eager to give that opportunity to as many pilots as possible. Since his first 20-minute solo flight in NC 13546 in April 1983 , the Davis has only flown three times with an empty front seat.

Pilots who have filled that seat and sampled the controls all agree, the Davis is a sweetheart.

Like the hi stories of many pre-De­ pression aircraft types , the Davis story reads like a classic three-act play. Act one: (The middle I920s)-Gifted de­ signers create a prototype flying machine with outstanding performance and flying qualities . Act two: (The late 1920s through the early 1930s)-An intrepid financier tempted by Lindberghian excitement, risks a bun­ dle on producing the airplane. The fac­ tory opens and the designers exit to create a new design elsewhere. The company changes hands and turns out a handful of airplanes before the Great Depression rings down the curtain. Act three: (Modern era)-A few remaining examples of the type that survived in barns and hangars are restored and fly on, living testimony to the genius of the original designer and the pioneer

era of aviation.

The Davis line of aircraft started with the Doyle brothers, Wilson and Harvey. After graduating in 1925 from Harvard and Yale respectively , the two loaded their Ace motorcycles and left home in Charlotte , North Carolina for Detroit, center of the burgeoning airplane business. If you wanted a job in the aviation field, Detroit was the place to be . Among their ideas that would surely set the world on its ear, was a system of electric lights arranged on the belly of an airplane to spell out messages at night.

No one picked up on that idea, so Harvey went to work in Grosse lie , Michigan for the Aircraft Development Corporation. Hi s less-than-romantic role was drawing frames for the gon­ dola of the ZMC-2 airship. Wilson be­ came a shopworker on the Hess brothers ' " Bluebird ," a three-place , open-cockpit biplane built in Wyan­ dotte, Michigan. The Doyle brothers spent their evenings, however, at a drafting table made from a breadboard, and worked on their idea of a sportplane. Experience in the midst of the industry gave them confidence that they could indeed build a better machine than those currently available.

When his paychecks started arriving intermittently at Hess Aircraft, Wilson quit that company, bought a Model T Ford and started scouting the Midwest for financial backing. Meanwhile,

Harvey ran into a fellow Yale alumnus, Jan Pavlecka, a Czeck draftsman working on the mudguards of Ford trimotors . Pavlecka was also tired of playing a bit part and agreed to join the Doyles. Wilson and his Ford made it as far as Portsmouth , Ohio where he met William Burke, president of the Vulcan Last Company, a manufacturer of shoe lasts and golf clubs . Burke was willing to take a chance on the three young designers . Harvey later wrote, "Mr. Burke told us that our greatest asset was our ignorance, as we could not realize that our objectives were well beyond our abilities and experi­ ence." Since there were no computer spread sheets in those days to prove the obvious, Burke took the plunge.

The Vulcan Aircraft Division of the Vulcan Last Company rented a second­ floor room to complete the drawings of its first product. Wilson went back to Wyandotte to pirate some shopwor­ kers from Hess and the group returned to a former streetcar barn in the middle of Portsmouth to build the airplane.

The shopworkers included Bob Pad­ dock , a former welder from Cadillac's body shop, Delos Cassidy, Tom McCorkle, Chuck Bell, a painter and "Irish", a janitor. The engine of choice for the airplane was the 60-hp Detroit Air-Cat, built by Eddie Rickenbacker' s company and famous for shedding parts in flight. In the winter of 1927, the crew worked in an unventilated

Carl E. Schultz, EAA Number Two, owned NC13546 during World War II. He installed the brakes.

VINTAGE AIRPLANE 13

shop with highly volatile dope fumes and two big potbellied stoves . For some reason, the whole operation did not go up in a puff of smoke, although Harvey wrote that ,"we and our work­ ers were half intoxicated," from the fume s.

After the airplane was assembled and rigged, the crew towed it through the town of Portsmouth to Rock Haven Airport at midnight, to avoid poten­ tially embarassing public scrutiny. The followin g morning , airport operator Pat Love made ground runs in lightly falling snow with Harvey in the front seat. After the weather cleared , Love made the first test flight s. Much to William Burke's surprise, the airplane flew beautifully (after a slight nose­ heaviness was corrected in rigging) and that same basic airframe was used on all subsequent Vulcan and Davis models , including Gene's Davis D-J-W. Burke named the original airplane the American Moth to try to cash in on the popularity of the British deHavilland Moth series.

The fuselage was built up from steel tube ranging in diameter from one­ half-i nch to one-inch. The firewall consisted of a sheet-steel oil tank welded in a " Y" shape with three en­

gine-mount Ibngerons attached to each arm of the "Y." Five longerons at­ tached to the landing gear fittings and wing strut-ends. The boot and upper cowls , as well as the turtledeck , were sheet aluminum. Aluminum wing ribs were screwed to spruce spars. The ribs were all different on the variable-air­ foil wing and had outward-facing flanges on each lightening hole that were shaped with an old book press.

The airfoil tapered to a Clark Y at the roots and tips but transformed to a Goettingen 387 at its widest points.

It was the combination of airfoi ls and the configuration of the control system that gave the Moth and Davises their delightful handling characteris­ tics . All the controls except the rudder were actuated by torque tubes with ball-bearing joints. The resulting hand­ ling was finger-tip light and smooth as a summer-evening sky. For anyone used to arm-wrestling the heavy bip­ lanes of the era, the Davis was a much more obedient airplane, seemingly re­ sponding to the pilot's thoughts before the controls were consciously moved .

The efficiency of the parasol config­ uration and the taper of the wing made the airplane fast as well as smooth.

William Burke was quick to realize

that his gamble had produced a winner.

In the true spirit of the Roaring '20s, the American Moth was dispatched on a goodwill tour to Florida in the com­ pany of two Waco support ships and Benny Martinez , a parachutist. Mar­ tinez wou ld jump from the Moth and land in a field close to each town along the way, carrying a set of Vulcan golf clubs under his arm! Fore! The public­ ity tour worked well until Martinez broke his leg one gusty day. Neverthe­ less , the group arrived back in Portsmouth amid much fanfare and ap­ preciation. The Doyles and Jan Pav­ lecka, however, felt excluded from the festivities and when Pat Love was ap­ pointed shop manager, Pavlecka went to work for the Hudson motor car com­ pany and the brothers moved to Balti­ more where they formed the Doyle Aircraft Company. They designed the Doyle "Oriole," a similar aircraft to the American Moth but with a simpler wing that was easier to produce. As many as 14 Orioles were built before the Depression and a fire forced the company into bankruptcy. Harvey Doyle remained in the aviation indus­ try and subsequently worked on a Mach 3 all-weather interceptor-a long way to come for the original de-

Every antiquer's dream - a sun-dappled fuselage hidden in a barn. NC13546 about 1960 in Sault Ste. Marie, Michigan.

14 DECEMBER 1988

signer of a sleek , open-cockpit parasol.

He died last year in Charlottesville, North Carolina the hometown he left on his motorcycle in 1925 to start his aviation career.

Back at Vulcan , in September 1l)2X the Air-Cat engine gave way to a Warner and an American Moth (now known as the Vulcan V-3) , finished second in the National Air Races , "A" Division New York to Los Angeles Derby. It later finished first in the Los Ange les to Cincinnati event with an av­ erage speed of 90.3 mph. Unfortu­ nately, William Burke died abou t thi s time leaving Vulcan in poor financial condition. That was when Walter C. Davis came onstage.

Davis was born in 1893. His father was a successful builder of quality au­ tomobiles before the days of assembly lines. The Davis Automobile Company was located in Richmond, Indi ana where young Walter grew up. As an 18-year-old, he experimented with a glider towed by a motorcycle--ending up in a ditch with a broken glider. Dur­ ing World War [ , the University of Pennsylvania graduate was trained as an Army pilot at Wilbur Wright Field, now Wright-Patterson AFB in Dayton, Ohio . After shipping out to France in 191 8, hi s skill as an instructor kept him stymied in that role, unable to wangle a combat assignment. One of his stu­ dents was Carl Spaatz. Davis finished the war as a captain and commanding officer of Fields 3 and 5 of the Third A viation Instruction Center at Is­ soudon , France.

After nine years working in the fam­ i[y automobile business, Davis was free to re-enter aviation when the Davis Automobile Company was sold to the Automotive Corporation of America in 1928 . Walter acquired the production rights to the Vulcan V -3 late that year and began work on the first "Davis"model s in March 1929 . Davis hired Pat Love , the airplane's first test pilot and Dwight Huntington , an en­ gineer to come with him to Richmond where he opened his factory in the old Richmond Piston Ring Company building . The airframe was slightly re­ designed by Huntington , including the gentle curving of the vertical stabi lizer leading edge.

Vulcan had only turned out a few production V -3s . Under the director­ ship of Davis, a dealer network began to take shape with branches in Califor­ nia , Dayton, Boston , Seattle, Salt Lake City and Pittsburgh . Throughout 1929, Davises raced successfully against such aircraft as the Barling NB-

3 and Vern Roberts ' s Monocoupe. The prospects for the future looked brightest just before the stock market crash. In only a short time, the airplane had established itself as a comer.

The Depression, however, was the noose around the necks of many fledgl­ ing aircraft companies and Davis was not an exception. [n addition to the economic disaster , Davis suffered the loss of Pat Love in the crash of the prototype Alexander " Bullet:' an early four-place ship designed by Al Mooney. The Bullet reportedly had poor spin characteristics. Love was kil­ led when it fai led to recover from a flat spin during a test flight.

In December 1929 , Davis began work on re-engining the V-3 airframe and received two new type certificates.

The Model 0-1 had a 65-hp LeBlond

engine and the D-I-K was powered by a Kinner K5 of 100 hp. Sales were not brisk, however and in January 1930 he began an aggressive direct sales cam­ paign to bring the airplane to the buyers . Davis also believed in trade shows and, in February bought display space at the Second International Aer­ onautical Exposition in Saint Louis and , in April , at the All-American Air­ craft Show in Detroit. Later that month, the D-I-66 with an 85-hp Le­ Blond was certified, later to be known also as the D-I-85. May's events in­ cluded Davis's participation in the New York Aircraft Salon show, a sub­ stantial price cut and a fire that de­ stroyed hi s entire inventory of finished aircraft, although the production facilities were not damaged.

Like everyone else in aviation ,

The wings were found uncovered and re-done in 1967. The fuselage fabric today may be unchanged since 1960.

VINTAGE AIRPLANE 15

This is the snapshot of NC13546 that Clancy Hess carried throughout the South Pacific during World War II. When Gene showed him the Davis in 1986, Clancy cried.

Davis was hoping against hope that the Depression would go away and a "nor­ mal" business climate would return.

By the end of 1931 , the price of a D-I with a 65-hp LeBlond was down to $2,695 from $4,185, with the Kinner powered D-I-K available for $2,995.

Art Chester had become involved in racing Davises in September 1930 when he bought a D-I-85 and won the 25-mile event of the National Air Races . Throughout 1931, Davises con­ tinued to do well on the racing circuit and poorly in sales. Chester placed third in several events of the September National s behind such dedicated racing machines as the Heath Baby Bullet , Bob Hall' s Menasco Gee Bee , and race-bred Monocoupes owned by Bart Stevenson and Vern Roberts . The in­ herent efficiency of the Doyle brothers' design coupled with the right powerplant was tantalizingly exciting as a racing sportplane, but the market just wasn't there to be successful com­ mercially. By early 1932 , the D-I-K held the dubious honor of being the lowest priced airplane with a Kinner engine at $2,295.

It's unclear how many airplanes had been produced by the factory to thi s date, but best estimates indicate that about 50 airplanes were built. The poor fortunes of the aviation business in early 1932 led Walter Davis to tum to the production of lawn mowers, and it was late 1933 before another airplane came from the Davis factory. Appa­ rently, the few airplanes built at this time were constructed from leftover parts or airframes that had been re­ turned to the factory for one reason or another . They were issued new serial numbers and re-registered as new air­ 16 DECEMBER 1988

craft. Walter Davis's personal airplane was built that year and was the first to include a hatch cover for the front cockpit. It also had wheel pants and a racing cowl. It was at this time that NC 13546, Gene's airplane was also built.

In fact, the exact origin of the airplane is something of a mystery and the confused state of affairs at the fac­ tory at the time may explain why. Ac­ cording to CAA records, Davis Air­ craft Corporation sold NCI3546 to William Moffett on November 22, 1933 , but the data plate lists February 1934 as the date of manufacture. One explanation may be that Moffett bought his 85-hp LeBlond engine sepa­

rately and it may have taken a few months to install the engine.

It was only June when records indi­ cate that Moffett transferred ownership back to Davis aircraft and the next owner was none other than Art Ches­ ter. Chester's racing Davis , NCI50Y had been destroyed in a collision with a Monocoupe during the 1932 Nation­ als with Bill Warrick at the controls.

There are no clues in the records to indicate what Chester did with NC 1354~h e owned it for only 45 days. Perhaps it was purchased as part of his dealership agreement with Davis and resold shortly thereafter.

Throughout its lifetime , the airplane was based in the Midwest. It spent sev-

Pat Packard applies the Davis logo to the fuselage.

Original Consolidated panel, tachometer, and Ford Model A fuel gauge.

Davis logo on fairing for 6.50-10 wheels.

eral years at Harlem Airport near Chicago and off and on at Ashburn Airport . There are 19 transfers of own­ ership recorded and the addresses in­ clude several from Chicago, Detroit and the Milwaukee area as well as some in Iowa. There may have been other owners who never registered the airplane and therefore never were listed on the federal register.

Gene tells how Clancy Hess, a former Naval aviator from World War II, once told him that he owned the Davis as a teenager, but lost it in 1940 when he couldn't maintain the pay-

ments. Hess kept a snapshot of the Davis in his wallet and carried it throughout his tour of duty in the South Pacific. The photo even has an official stamp from the Navy censors on the back. Gene says that when he opened his hangar here during EAA Oshkosh ,86 to show the airplane to Clancy, there were tears in his eyes.

Carl Schultz, EAA Number Two, was an American Airlines mechanic in Detroit when he bought the Davis for $500 .00 in 1944. He designed and in­ stalled the brakes. Gene says they work very well, enabling a 1,600 rpm runup

~=>

~

Original locking clasp on the Davis's baggage compartment. Don't bother memorizing the combination, it's never locked and Gene keeps only old pajamas inside for cleaning rags.

and providing good maneuverability on landing and during taxiing.

Moreover, the toe brake pedals are lo­ cated up under the bulkhead, invisible from the outside of the cockpit but handy to use by the pilot. The front cockpit has no brake pedals, or instru­ ments either for that matter, although it is equipped with a full set of controls and a throttle lever. The Consolidated panel in the rear cockpit includes the usual oil pressure and temperature gauges, airspeed indicator and sensi­ tive altimeter. Gene's tach is also an original as well as the primer and back­ ward mixture control (in for lean, out for rich) .

Paul Ollenburg then of Waukesha, Wisconsin bought the Davis in 1958 and Bob Huggins (A&P number 7576) converted it to the present configura­ tion with its Warner 145-hp Super Scarab engine. Up to this time the airplane had flown behind its 85-hp LeBlond and was a D-I-85. After its conversion to Warner power it was de­ signated a D-I-W, even though the original D-I-Ws had llO-hp Warners.

The conversion of NC 13546 was not the first done on a D-\-85. A Davis owned by Charles Farmer in Colorado had been similarly configured and Huggins used the data from that con­ version in his work. At this time the wings were also re-covered. The en­ gine came from a Fairchild 24 and now runs with the original Sensenich pro­ peller. Dale Crites later flew the Davis with a Curtiss Reed prop but reported noseheaviness and vibration. He put the Sensenich back on and Gene says it is the best combination.

Paul Ollenburg never got to fly the Davis after it was converted. He moved to California and it took several long-distance telephone calls before he agreed to sell the Davis in 1967 to Dale Crites, manager of the Waukesha Air­ port. Dale owned the airplane until 1983 and flew it an average of six hours a year until selling it to Gene.

The fact that Dale's schedule left him unable to fly it more often helped lead to the sale. Total time on the airframe in 1983 was only 869 hours, 50 min­ utes! Gene has since added 55 hours for a current total time of 925 hours.

Another mystery surrounding the airplane involves the date of re-cover on the fuselage. The wings were co­ vered with Grade A cotton in 1967 by Bob Huggins but there is no record in the logs about the cotton on the fuse­ lage and tail surfaces. Someone gave Gene a set of snapshots at a fly-in that show the airplane in a barn in Sault VINTAGE AIRPLANE 17

Ste . Marie, Michigan. In the photos, the Davis appears in its current paint scheme, including the time-consuming checkerboard pattern on the vertical tail. The photos were supposedly taken about 1960. Either someone painstak­ ingly reproduced the current paint scheme after an unrecorded re-cover job, or the fabric is 28 years old! Either way it still punches fine, according to Gene.

With the Warner engine, the Davis's empty weight is 1, 134 pounds, maximum gross weight is 1,471 pounds for a useful load of 337 pounds. It holds 20 gallons in the cen­ tersection fuel tank, enough for about one and a half hours endurance with reserve. The fuel gauge is from a Model A Ford . The fuel line connects at the lower right comer of the fuel tank so Gene is careful to request a right pattern when the fuel is low . A few fatal crashes in Davises have re­ sulted from fuel starvation when the gas slid to the other side of the tank on a left-hand landing pattern.

Gene cruises at 1,750 to 1,800 rpm at 110 mph. The Davis will produce 130 mph at full power. The baggage compartment on Gene's aircraft has the original clasp and 14 pounds of bag­ gage weight is included in the empty weight of the airplane . That was for the tool kit that came with it from the factory.

The rocker box covers come off every spring for greasing and four ounces of Marvel Mystery Oil goes into each 10 gallons of gasoline as an 18 DECEMBER 1988

upper lube . Gene's 40-hp Continental in his E-2 Cub has been getting the same treatment since 1970. When he bought the Davis from Dale Crites in 1983, Gene made a deal about the large numbers on the side . He and Dorothy went out to the airport with a box of sandpaper and a few buckets of water and didn't quit until the numbers were gone . Dale then repainted the side panels of the fuselage with a fresh coat of yellow .

Gene then tapped the talent of EAA Museum designer Pat Packard to reproduce the Davis logo on the fuse­ lage and wheel covers. Working from a factory brochure, Pat enlarged the logo and hand-painted it on the air­ plane.

Of the 50 or so Davises built, Gene knows of three others that are currently flying although there are several that could be in flying condition . Cole Palen regularly flies his Davis at the Old Rhinebeck Aerodrome in New York . EAA Board Member Morton Lester reports that his Davis is ready for cover. His is the first Davis built after Walter C. bought the company .

Morton was visited regularly at his home in Virginia by Harvey Doyle be­ fore his death last year. Calvin Wallace has his Kinner-powered Davis D-I-K in Crestwood , Missouri and Dr. Roy Wicker and Barbara Kitchens have one in Milner, Georgia.

In June of 1983, with the flush of having acquired the Davis fresh in his cheeks, Gene drove from Hales Cor­ ners, Wisconsin to the Aeronca Fly-in

in Middletown , Ohio to cover the event for THE VINTAGE AIRPLANE. On the way home, he and Dorothy stopped off in Richmond, Indiana to try to locate the original Davis Aircraft Company factory . Stopping for lunch , Gene asked an old-timer at the counter if he recalled the old airplane company .

Sure, he said . The building was down by the railroad tracks, 300 feet east of the Penn Line Passenger Station on a brick paved street with a cement sidewalk. The city car stopped in front of the office in those days. It was on the comer of 12th and E Street.

Gene and Dorothy beat through the bushes and climbed a few fences to find the building. Later, at the Wayne County Historical Museum they found the display dedicated to the Davis man­ ufacturing activities in Richmond .

There were a few lawn mowers and a Davis automobile but only some photos and a propeller to mark the Davis Aircraft Company . Museum di­ rectors would like to have more .

Walter C. Davis died in 1952 after flying commercially for hundreds of hours in Waco cabins and serving Pratt & Whitney as a tech rep during World War II. He was also instrumental in developing the municipal airport in Richmond . He left behind a legacy of efficient, smooth-flying airplanes that are known to few, but appreciated by any pilot lucky enough to have the chance to fly one. The smile that splits Gene's face when you mention his Davis is evidence of the strong feelings he has for his treasure . •

THE FUN-FLYING FOURSOME

and their award-winning Aeronca Champ.

I mmediately following the two top choices in the Classic awards at the 1988 EAA Oshkosh judging (Grand Champion and Reserve Grand Cham­ pion), the Class I Champion (0-80 hp) turned out to be a nicely restored Aeronca 7AC "Champion," NC82650 , SIN 7 AC-1292, flown to Oshkosh from way down in South Carolina.

The 11-1/2 hour flight to Oshkosh was made by Xen (pronounced "Zen") Motsinger, EAA 19886, Cayce, South Carolina with a friend (and Mooney pilot!) as a passenger. They spent one night in Seymour, Indiana arriving at Fond du Lac and Oshkosh on the sec­ ond day .

by NORM PETERSEN

Although the Champ was registered at EAA Oshkosh in Xen Motsinger's name (for simplicity's sake), there is more to the story than meets the eye - quite a bit more!

A unique four-way partnership had restored the yellow and orange Champ over a 2-1/2 year period. Besides Xen Motsinger (the "elder" of the group at 61), there was Ken Herrill, (EAA

181880) , Columbia, South Carolina, John Gardner (EAA 260594) , Cayce, South Carolina and Ray Ackerman (EAA 164495) of Leesville, South Carolina.

If ever there was a melding of talents to accomplish a desired result, this group of four has it all! Although they tend to refer to their foursome as "sportsman aviators" in deference to their type of flying and joint member­ ship in EAA Chapter 242 (Columbia, South Carolina) , I think we may safely add some other monickers to this Fa­ bled Foursome.

The four had been operating to­ gether since the early 1980s and had

Overhead view above Lake Winnebago shows why the Champ will carry a good load on 65 hp. 170 sq. ft. of wing uses the NACA 4412 airfoil and gently rounded wlngtlps.

VINTAGE AIRPLANE 19

redone several Cessna 172 aircraft, in­ cluding a '56 model, a '69 model and a 1976 172 . The partners discovered many hidden talents during these re­ builds including Ray Ackerman's machinist ability, John Gardner's painting capabilities and Ken Herrill's record-keeping ability. Xen Motsinger is kind of the catalyst that keeps the whole group going.

After working on the Cessnas for several years , the feeling among the Fabulous Foursome turned to the lighter side with thoughts of doing a "fun" airplane. (They wanted to be­ come the Fabric Foursome .)

A rather tired looking Aeronca 7 AC had been bouncing around Columbia's Owens Field for some time and had been damaged in a hailstorm . The holes in the paint surfaces and fabric made for a tough looking airplane . Xen Motsinger purchased the Aeronca as a future project. However, when the Fastidious Foursome became in­ terested, the 7 AC was turned over to the group and the idea of patching a few holes and having some fun flying came to the surface!

It was not a good surface. The signs of rust were coming through the fabric on the rudder and along the lower fuse­ lage. Biting the bullet, the Failsafe Foursome removed the fabric and dis­ covered a need for much work .

Xen Motsinger carefully wipes the inside of the cowl as he readies the Champ for the judges at Sun 'N Fun 'SS.

The lower longerons were entirely replaced along with several cross tubes. Xen carefully tack welded them in place and a professional welder finished the job. When everything was properly repaired, the entire airframe was painted with Imron . Only later did they discover the Stits covering pro­ cess would lift the paint, so - back to square one - and paint the airframe with two-part epoxy primer!

About this time (1986) the bunch took in the Aeronca Fly-In at Middletown, Ohio - the gathering of people and airplanes with the name Aeronca on the sides and in their minds. All went well until our Finicky Foursome ran into Harold and Bob Armstrong of Rawlins, Maryland, who had meticulously restored Aeronca 7AC, NC84988, and garnered the Grand Champion Classic award at EAA Oshkosh '83. The Armstrong father-son team carefully explained to the eager rebuilders how to restore to absolute factory new original condi­ tion . Xen Motsinger figures this little talk cost the partnership approximately $10,000 in extra expenses to go origi­ nal and he likes to tease the Armstrongs on this point.

Determined to have an authentic, award-winning Aeronca, the Feverish Foursome went to work - one night a week plus Saturdays. They replaced

The Friendly & Famous Foursome pause by their restored Aeronca 7AC Champ. From the left: John Gardner, Xen Motsinger, Ken Herrill and Ray Ackerman. (Those shirts really add a touch of class!)

20 DECEMBER 1988

all the bolts and hardware , installed new control cables and pulleys, built new floorboards and began covering the airframe with Stits HS90X . There was only one problem. The group had covered one wing and used the wrong rib stitch! Now, the Filament Four­ some removed the wing fabric and redid the job properly. They opted to use rib stitching instead of the zillion metal screws to fasten the fabric to the wing.

Every member of the Flat-iron Four­ some admits the covering process was indeed an education. They all knew Ray Stits on a first-name basis, having made so many telephone calls seeking information on proper procedures! Ken Herrill, (age 39 and manager of a state auditing department) had done an ex­ cellent job on the wooden fuselage for­ mers and was now called upon to in­ stall the new headliner in the cabin .

Combining skilled hands, plenty of pa­ tience and very sticky fingers, he was able to complete the delicate job in due time.

Meanwhile, John Gardner, age 39, brought his auto body shop skills into play and began the painting process ­ gun in hand . Each coat of silver Poly Spray was carefully sanded until the finish was super smooth. Many hours were spent with the wet sandpaper (1,000 grit), standing on wet floors and making the hands and fingers sore. It's a necessary ingredient for a winner!

Following the build-up coats on the fabric, the final colors of Stits Poly Tone were sprayed and sanded and the final masking was done for the lower fuselage red-orange, the huge wing numbers on the upper-right and lower­ left wings and the fin and rudder trim.

A final clear coat of urethane was sprayed over the color to give the shine to the Champ.

Inside the cabin, the new floor­ boards were installed along with a myriad of small details. The sides of the cabin and inside of the door re­ quired a "flocked" finish. Many at­ tempts at finding a source for such ma­ terials proved futile until a company in Ohio came through. The Flocking Foursome really went to work on this portion of the project and the lost art of making a flocked finish was re­ vived! (And, they did a beautiful job!)

Before long the handcrafted new seats were installed (with measure­ ments provided by Harold and Bob Armstrong) and the little wooden con­ trol knobs on the end of the control sticks were re-varnished. A newly con­ structed instrument panel relocated the

Engine photo taken at Sun 'N Fun shows cast aluminum valve covers, new polished baffles and Bendix mag. Just the top of the mis-matched Eiseman mag can be seen. Firewall was painted rather than original galvinized steel finish.

Low angle photo of the nose area shows original type air filter, highly polished exhaust pipes and brake/wheel area. The judges thought these were chrome plated until a close examination revealed other­ wise!

few basic instruments to their proper places. The black "krinkle-finish" proved to be a problem until Kenny Day in Pennsylvania came up with the proper paint which krinkled when the heat was applied as it dried . Neat!

Unable to resurrect the old A65-8 Continental engine , the Fearless Four­ some scoured the country until they found an A65-8 from a damaged Taylorcraft in Arizona . A rebuilder of some two dozen Champs , Marshal Field, Jr. (EAA 3982) of P.O. Box 3082, Sells , Arizona 85634, came up with the engine which was quite low time . However, to be on the safe side , a top overhaul was done before instal­ lation in the Champ. One of the Ferret Foursome found a set of cast aluminum valve covers in the back of an old hangar. They were cleaned, painted and installed on the A65. A new set of baffles was fabricated and polished to the "nth" degree before installation on the engine. The end result was a very sanitary looking engine compartment.

The Fabricating Foursome removed all the dents, breaks, etc . in the cowling by building a complete new cowl , in­ cluding the boot cowl. Only the nosebowl was reused as it was in excel­ lent shape although it was fiberglass instead of aluminum. The end result was a really sharp looking forward fu­ selage and nose of the aircraft. John Gardner's excellent painting even made it better. A brand new Sensenich wooden propeller along with an aluminum "skull cap" spinner really completed the finished look.

Ray Ackerman (age 40), who soloed a Cessna 150 back in 1975, completely rebuilt the Hayes mechanical brakes to where they not only worked perfectly (with the heels), but the brightly polished partS were mistaken for chrome plate by the judges! A couple of genuine Aeronca hub caps, obtained at the Aeronca Fly-In, completed the wheel assemblies.

By March 1988, the Floundering Foursome were doing their absolute best to have the Champ at Sun 'n Fun in April. It seemed like a million small details had to be finished! With just a few days to go, Xen made the test flights in the restored Aeronca and found one magneto to be acting up . A replacement Eiseman was installed and the beautifully restored Aeronca was flown to Lakeland, Florida for the big fly-in. The overhauled Bendix mag­ neto had been returned just before the flight and was carried in the baggage compartment, wrapped in a piece of cloth .

VINTAGE AIRPLANE 21

head screws , a po int on too slick a fi ni sh (urethane) and a po int on hav ing di ffe rent magnetos . (The correct mag was the one sitting in the baggage com­ partment. ) However, the Fluorescent Foursome was very pro ud of their accompli sh­ ment and after re tu rn ing the ir Champ to South Carolina, the motions were put in order to get the Aeronca ready for EAA Oshkosh '88 . They had tried in vain to locate an origi nal gas cap that had " 13 gall ons" stamped on it.

Xen fo und one at Sun ' n Fun attac hed to a Champ gas tank that was for sale at $300 . T he owner refused to sell onl y % the cap - and Xen thought the price if a bit steep for onl y a usab le gas cap!

-l!: ~ The group finall y had to go with a plain cap with the" 13 gall ons" pasted on it.

As noted earl y in thi s article, the Very sanitary rear seat with flocked walls and naugahyde seat covering. Curved flight to EAA Oshkosh '88 took 11 - 1/2 control stick with flexible " boot" is stan­ hours as Xen brought the res ult of 2-1 1 dard. Varnished floor boards are nicely 2 years of group labor to "the big one ." fitted.

Needless to say, all fo ur members of the Formidable Fourso me were present at the fl y- in and were able to enjoy the As Xen tax ied up and parked, he warm days and wonderful hospitality . was met by two friends fro m years They all admit there is no other place back , Jack and Golda Cox of EAA . in this world like Oshkosh .

Exclaimed Jack, "That's not your airplane, is it Xen? It could be one of 01 ' NC85260 gave a good account the three best Champs in the country!" of itself in the m idst of some very (Jack was referring to the Armstrong strong competition. The judges were Champ and Ron Wojnar's Champ , put to a real test to properl y score each NC85448, that won Grand Champion aircraft , often getting down to splitting Cl assic at EAA Oshkosh ' 78.) hairs! The awards ceremony on Thurs­ When all the judging was over, the day evening had many people ho lding Champ scored very high - within less their breath , however, when the Class than a point of the Grand Champion ­ I Award was called for Aeronca 7AC , and garnered the Reserve Grand NC85260 , the Foot-weary Foursome Champion award . The Forlorn Four­ came front and center and made the trip to the announcer's stand - lump some lost a po int on Phillips

Designed to make Cub pilots jealous, the roomy front cockpit of the Champ is a sterling example of simplicity. Note cabin heat on firewall and heel brakes protrud­ ing through the floor for both front and rear occupants.

in th roat and cotton in mouth , but very happy!

Taking turns while flyi ng the Aeronca back to South Carolina, the Flabbergasted Foursome had time to thin k of all that had happened to them in the past 2- 1/2 years of devoted ef­ fo rt. All agreed it had been a treme n­ dous experience, however, it was nice to get reacquainted with the ir fa milies, who had put up with so much for so long!

At the latest report , the Champ has 150 hours o n it and the rebuilders are enjoying fl ying for fun - wh ich is exactl y what they started out to do . •

Fuel cap with Its all-important grommet to stop fuel from running into the cabin, shows 13 gallon capacity with 73 min. octane. Note excellent workmanship on windshield installation.

22 DECEMBER 1988

BEAVER RETRIEVER

Captain Ron Ferrara the last time he flew a deHaviliand Beaver Nam.

by Ron Ferrara GaZing out the window as the met­ roliner completed the approach, I saw it. Big, bright, yellow, dominating the other aircraft on the ramp . There was no mistake. This was the aircraft I had come to take home. Perhaps I should start at the beginning. A few months earlier we heard that this aircraft was available from the Department of For­ estry at Texas A and M University .

We felt that it would be a valuable ad­ dition to our aerospace program at Middle Tennessee State University so my collegue and co pilot for this ven­ ture, Billy Cox, initiated the paper­ work to obtain it. To our surprise our efforts were successful and we were now the proud owners of a highly mod­ ified 1952 deHavilland Beaver. Used as a photo plane for the last 15 years, the aircraft had camera holes in the belly replacing two of the fuselage tanks and two very large, 80-gallons each, modified F-I04 external fuel tanks under the wings.

Although we had not seen the air­ craft we had talked extensively with the personnel from the forestry depart­ ment and a local operator named Louis Porter. Louis had confidently said that all we had to do was "fill 'er up and fly 'er home." However, since the air­ craft had not been flown for a year we convinced him to look it over for us and prepare it for the flight to Tennes­ see.

March 1971 in Viet

On July 14, my birthday, we ar­ rived . We had attempted to retrieve the plane a week earlier but had been foiled by weather. We were now in Texas and committed. Both Billy and I were a bit uneasy about flying an un­ familiar airplane 650 miles, especially in view of the fact that neither of us had been in a Beaver in nearly 20 years. We were both college professors in non flying positions and while cur­ rent in taildraggers, our proficiency level for this type of operation was probably not what it once had been .

The uneasy feeling increased upon ap­ proaching the airplane. This thing was HUGE. I didn ' t remember a Beaver being this size. Years of being around 152s and Cherokees had had its effect.

My confidence was rapidly eroding and the sight of a throw over control wheel and one set of brakes made the situation even worse. This was turning out to be more than I had bargained for.

As luck would have it, Louis Porter was very familiar with this airplane, having flown and maintained it for a number of years. Extensive experience cropdusting in Stearrnans had made him confident and capable, however when I asked him to fly around the field with me a few times he was some­ what less than enthusiastic . He finally agreed on the condition that I fly from the right seat so that he could control the brakes ... just in case . While taxi­ ing to the active with Louis explaining the important points of operating N8306 my seat came loose and almost

deposited me in , or more properly, through the camera hole .

We called the tower on the hand-held radio and advised that We Were abort­ ing the takeoff and taxied back to fix the seat. I was sincerely hoping that this wasn't an omen. A few minutes were required to secure the seat and we were off again. This time we made it into position. As Louis talked me through the takeoff I could feel his input on the pedals until we were safely off the ground. Reducing power to 30 inches of manifold pressure and 2,000 rpm the Beaver climbed steadily. The airplane was rock solid as if to say "What is it you were worried about anyway? I have done this thousands of times ." The familiar old feeling began to return and the sensation of being in a strange airplane was slowly disap­ pearing. The only thing left to do was land. Louis suggested a wheel landing and we slid down final at 90 with flaps in the landing position . Full flaps re­ sulted in a buffett due to the wing tanks . The aircraft was still stable and comfortable as we approached the mo­ ment of truth. Holding about a foot above the runway the Beaver slowed and began to settle. As the wheels touched the ground I could again feel Louis on the pedals. The landing was uneventful, if not perfect, but I still had a nagging doubt. How much of that landing was my skill and how much was Louis?

We were ready to take care of the final details and prepared the plane for a dawn departure. We had our not so reliable hand-held radio and a "porta­ ble" loran along. The loran was more or less an experiment as neither of us had ever used one before. We fully ex­ pected to fly home using dead reckon­ ing and pilotage. It took 15 minutes to hook up the unit to the ADF antenna through a preamp. A borrowed C­ clamp held the unit to a brace on the panel. This jury rigged installation was not aesthetically pleasing but it worked flawlessly throughout the trip (once we learned to program in the required zeroes).

We returned to the motel and to the consternation of the night manager left a wakeup ca11 for four a.m. We finally explained what he considered our very strange request and he offered to meet us and drive us to the airport. His offer of assistance was just one example of the attitude of the vast majority of the people we came in contact with throughout the trip. We retired to our room and tried to sleep but there was a lot of nervous energy in the room and VINTAGE AIRPLANE 23

N8306 note modified F104 wing tanks, 80 gallons each.

we were both awake before the call arrived. A quick shower, a doughnut, a cup of coffee, and we were at the airport performing a preflight and a final engine runup as the sun began to rise. It was then that we noticed some­ thing strange. The night had been crys­ tal clear but now a halo was beginning to appear around the various lights at the airport . Within a few minutes the end of the runway disappeared , soon to be followed by the tower. In a matter of minutes ground fog had completely socked in the airport and it would be a long wait for two anxious pilots before it lifted.

We shut down and began the wait as countless pilots before us had done and will do. We wandered around, re­ peatedly called weather and tried to catch up on lost sleep. Another waiting pilot asked what we were flying . I pointed to the bright yellow Beaver.

He looked at the airplane, looked at my well worn Biplane Aviation cap and said "You look like the type." I took that as a compliment.

About 11:00 the weather finally cleared enough for us to begin our first leg-Pine Bluff, Arkansas by way of Lufkin and Shreveport. The takeoff was a thing of beauty, if I do say so myself, and the Beaver seemed as anx­ ious as we were to begin the journey to her new home. The airplane seemed to levitate off the ground at 36 inches of manifold pressure and takeoff flaps .

The rate of climb was not spectacular but more than adequate considering our 195 gallons of fuel . As we circled to pick up our heading we could not help but notice a small group watching, seeming to say goodbye to the Beaver that had been a local attraction for so many years .

We picked up a 68 degree heading to Lufkin. The adventure had finally begun. As we climbed to 2,000 feet and skirted light rain showers we de­ cided to experiment with our loran.

Within minutes it had pinpointed out position, speed, heading and did ev­ erything but offer us coffee and a snack. Being from the old school we 24 DECEMBER 1988

continued to navigate by pilotage using the loran only to make us feel smug with our navigational ability. In an hour, slowed by the large external wing tanks, we were over Lufkin , headed for Shreveport. Everything worked perfectly and with a power set­ ting of 27 inches of manifold pressure and 1,850 rpm the engine wasn't straining , although it was very loud and, I might add, very reassuring. With every passing mile my confidence in the 35 year-old bird and myself was growing stronger. About I :00 Pine Bluff was in sight and it was time to prepare for my first Beaver landing without help in 18 years. Pine Bluff, Arkansas is a center for crop dusting and a poor landing would be painfully obvious to those talented pilots. "90 on final, 80 over the fence, wheel it on ." I could hear Louis as clearly as if he were still riding with me. Needless to say I followed his advice as closely as possible . With flaps down in a flat glide the wheels kissed the runway and

A welcome addition to the program at MTSU. The plan is to restore the Beaver and use it to fly the flight team to regional competitions.

the Beaver rolled straight and true without the least tendency to wander.

The old airplane was acting like a real lady and making me look good in the process .

A small crowd gathered as we taxied in. With the engine shut down the crowd came closer with one smiling middle-aged gentleman leading the pack. "I haven't seen an L-20 in 25 years" he said, revealing his military background . "Where did you get it?

Where are you going? How fast does it cruise?" We were besieged with questions even as we retreated to the restaurant for a burger and a large glass of ice tea . This aircraft was certainly generating a lot of interest.

We were halfway home and a call to weather revealed ideal conditions for the remainder of the trip . Adding only two quarts of oil to the five-gallon tank we took off and headed for Helena, Arkansas and onward to Mur­ freesboro, Tennessee. As we cruised over the flat country at 2,000 feet we

watched the many cropdusters working and my mind wandered back over the years to other Beaver flight s long ago and far away. Faces long forgotten ap­ peared in the mind's eye and times, both good and not so good, were re­ membered. All thi s due to an old bright yellow airplane.

The trip would soon be over and by now I hated to see it end. I was com­ fortable and happy and I would have liked to keep flying and remembering for a while longer but the present was intruding. Murfreesboro , Tennessee was under the wing so we entered downwind for runway 36. Once again it was "90 on final and 80 over the fence and wheel it on." Straight and true-what a teddy bear. Perhaps the airplane appreciated the pilot as much as the pilot appreciated the airplane. It was as though two old friends were reunited and spending a short time to­ gether after a separation of many years.

Another small group, this time stu­ dents , appeared with cameras at the ready, shaking their heads at the size of the plane. We sat in the cockpit with the engine ticking over but with ears still filled with the roar of the Pratt & Whitney. With the mixture to idle cutoff the unmistakeable sounds of a cooling radial were interrupted by the questions. "Where did you get it? How fast does it fly ?" And "Gosh, I didn ' t know they were that big!"

We sat for a few seconds more , quietly smiling, saying nothing. It had been a bit of an adventure, a strange airplane, strange country, six and a half hours flying time, and the memories . This one flight reinforced a once strongly held belief that flying was rewarding, and more importantly fun , a belief that had faded over the years as it became more of a business and less of an adventure. The adven­ ture and reward were still there when we allowed them to surface.

Reluctantly climbing down from the cockpit I was already eagerly anticipat­ ing the next flight in the big bright yel­ low time machine . •

Tired but happy. Ron Ferrara and Billy Cox with N8306 after return to Murfrees­ boro.

PASS IT 10

--1]

An information exchange column with input from readers.

by E.E. "Buck" Hilbert (EAA 21, AIC 5) P.O. Box 145 Union, IL 60180 815/923-4591 Hand Propping!

I just finished another of my YFR, I ,OOO-ft-above-groundievel no nav, no

comm cross countries. It was fraught with the usual weather and servicing inconveniences and the open cockpit was pretty cold, but it was fun. There was one thing common to all my stops though, that requires comment. Find­ ing someone to hand prop me when it was time to leave .

All of the insurance policies have

E. E. "Buck" Hilbert

hand propping clauses in them. Usu­ ally they don't absolutely forbid the practice, they just won't cover you if there isn't a qualified person at the con­ trols . I find that the qualified person at the controls is not the problem. It is the person at the propeller that gives me fits!

Trying to get someone to prop usu­ ally goes like this, "Can you prop me?"

"Well, I did it once when I was in col­ lege. Guess I can do it." or, "Why sure! I've been around all kinds of airplanes all my life! Pawnees, Cherokees, and Tri-pacers, I can do it!" And then he grabs the prop about three inches from the tip and promptly sticks his head into the plane of rota­ tion. And I cringe.

Propping an airplane is practically a lost art and I'm glad . Those blades snapping unexpectedly can catch even the most experienced, once in a while.

Recently, at Oshkosh as a matter of fact, Mike Wilson from Cedar Rapids, Iowa showed up with his hand in a cast. Now here is the PT-22 "King" of Iowa and half of the rest of the country.

His Kinner bit him! Since then, he has been bugging me for a starter installa­ tion (that I keep telling him I don't have) . A moment of inattention and he caught it. Fortunately the broken thumb and badly bruised hand will be okay, but it wasn't a fun experience .

I almost got my head knocked off about \0 years ago at Oshkosh, not by a prop but by Bill Haselton who was

VINTAGE AIRPLANE 25

propping my Fleet. Bill swore I " DID IT" to him. Here is the most experi­ enced person I'd ever hoped to find, but because of an impulse-coupling malfunction there he was with a busted hand.

There is a lesson here . Never, EVER assume that all is safe when you are at the business end of a prop. Before you even touch the thing, go to the cockpit and look at the switches and the engine controls for placement and position .

Brief the cockpit person on exactly what you and he want to do , and estab­ lish communication that assures both of you exactly what your and his inten­ tions are. Make commands to each other LOUD and CLEAR so there are no under heard misstatements. Then do the job correctl y.

Don't ever, as I like to term it, "make love" to a propeller. Treat it like it's hot, Always! Never assume that the throttle , the switch and the mixture are in a safe position. Make damn sure they are!

Don't be timid or afraid of the prop .

Grasp it firmly about half way out from the hub and use your body weight to pull it through while you step back as you pu II. You step back so you are out of the way as you swing it. Forget that old Hollywood stance of swinging your leg up and under the plane of ro­ tation . That stuff went out with the bat­ tery ignition engines of World War I. Also make sure that area behind where you are going to step is clear, the ground firm, and clear of slippery mud or ice patches, and spectators. More than once I've had to caution bystand­ ers to stand clear. "If this thing starts I' m going to run right over you getting

out of the way ."

Another oft overlooked point. Most engines are equipped with an impulse coupling for easier starting. It retards the spark for starting, or anytime the engine is turned at slow speeds, usually below four hundred rpm . By swinging the prop hard enough to exceed the rpm limit of the impulse, you negate its pur­ pose. If you hear that impulse click, its working. If you don't hear it there is a good chance you'll get a kick­ back . So the best method of propping is to pull that prop so you get the best effect from that impulse. Firmly, but not too fast.

Incidentially that impulse-coupled magneto is the only one that is firing when the key is in the "Start" position on most mag switches. In the start pos­ ition the non-impulse mag is not operating until you release it back to the "Both" position .

Find out which mag has the impulse and then put the switch on THAT mag­ neto for the hand propstart.

I could go into great detail as to how many lucky escapes and some of the weird experiences I've had over the years at propping airplanes, but I'll spare you by mentioning only a few.

My first learning experience was about a week after getting my first job at the old Elmhurst Airport in Illinois. There had been a sudden summer storm and our students came running for home .

One woman had tried to take a short­ cut taxi route and wound up in a shal­ low ditch. The two of us hung onto the wing struts in the rain and lightning and wind until it passed over and then we pushed the Cub up onto the taxi strip and she got in while I waited at

the business end to prop it. I called, "Switch off," and she replied, "Switch off," and promptly turned it to "Both ."

I carelessly grabbed the prop with two hands and almost immediately got wacked across the back of both hands with the advancing blade. MAN-O­ MAN!!! Did that HURT. I couldn't even unbutton my fly for the next week and that friends is why I respect the propeller end as I do.

I could confess to the couple of times that the Swallow chased me across the airport 'cause I had the throt­ tle open when it started, and I could also tell some more tales of defective ignition switches that in effect were on "Both" when they said "Off." There was an A.D. note on the old A-7 igni­ tion switches in the early Champs and T-Crafts back in 1946 and '47 where the brass contacts wore and bridged all the positions together. Any time the switch was out of any detent, both mags were hot. I still see these switches being used in restorations today. Watch out for them . They've been in the junk box for years and have been resurrected because they are neat , and authentic for sure. But they can be very dangerous .

Things are lookin' up. I've been get­ ting phone calls from some of the members who either have comments to make about the column or would like information. One call was to ask why an antiquer would pose beside an Ultralight. Another was to ask some advice on a Fleet restoration and a couple more were for little details and just to talk. Keep 'em comin' fellas .

Over to you "Buck"

LETTERS .. .

Monocoupe 110, NC 12345

In the April 1987 issue of THE VIN­ TAGE AIRPLANE you had a wonder­ ful article by Dick Cavin about John Bowden's Curtiss . Since Cavin's arti­ cle, Bowden sold the airplane to the Albuquerque Museum for its "Bal­ loons to Bombers" exhibit - one of the best-attended ever ­ and the Cur­ tiss will find a permanent home in our newly renovated Albuquerque Interna­ tional Airport .

(Continued from Page 4)

Duck Soup Dear Sir, In "Flat-engine Monocoupe" (Sep­ tember) , your raise the question of the origin of the Monocoupe logo. I be­ lieve the answer will be found in John Underwood's OF MONOCOUPES AND MEN, page eight , paragraph five .

Sincerely, Jack McCarthy Stevensville, Maryland 26 DECEMBER 1988

The paragraph reads, "Luscombe at­ tributed (the Monocoupe's speed) to the short tail and quick reduction in cross-section aft of the cockpit. Some­ where he had read that the teal was the fastest member of the duck family because of its peculiar cusped tail.

Luscombe concluded, without scien­ tific proof, that the Monocoupe was fast for the same reason." Sounds like a good theory, Jack.-Ed. Bowden's Curtiss relocated Dear editor,

Sincerely, Charles Rapson Albuquerque, New Mexico

WITNESS TO THE EXECUTION

The Odyssey of Amelia Earhart Amelia Earhart, founder and first President of the Ninety-Nines and aviator of worldwide reputation, was lost at sea in 1937 on the last leg of a sensational round-the-world flight.

Her mysterious disappearance has haunted historians ever since.

Now, author Ie. "Buddy" Brennan reveals his startling conclusions on what really happened to Amelia Earhart following her disappearance somewhere in the Pacific.

The author holds an artifact recovered at his dig site on the island of Saipan. Could it be the blindfold worn by Amelia Earhart just prior to her execution?

IC. "Buddy" Brennan's painstakingly researched book - and the dynamic high-quality videotape that includes eyewitnesses! - are now available from the EAA Audio Visual Communications Group.

Video Tape $19.95 (please specify VHS, Beta or 8mm) Hardcover book only $19.95 Softcover Book $11.95 Book Pack including both the Video Tape and Softcover Book $34.00

FOR IMMEDIATE ORDERS CALL

1-800-843-3612

(Wisconsin Residents Call 1-800-236-4800)

"Buddy brings the whole adven足 ture into your home as if you were personally discussing the trip. The story rings so true, you have the itch to go with him on his next journey to Saipan in the hope of being there when the mystery is brought to its ultimate conclusion:' Hazel H. Jones Past International President, The Ninety-Nines

Don't miss this opportunity to own WITNESS TO THE EXECUTION,

by IC. "Buddy" Brennan

Video Tape $19.95 (please specify VHS, Beta or 8mm)

Softcover Book $11.95

Hardcover book only $19.95 Book Pack including both the Video Tape and Softcover Book $34.00

FOR IMMEDIATE ORDERS CALL 1-800-843-3612 (Wisconsin Residents Call 1-800-236-4800)

EM AudioNideo Attn: MOV DEPT, Wittman Airfield Oshkosh, WI 54903-3065

S\~~WA\~ ~

MEMBERSHIP

INFORMATION

THE JOURNAl Of THE AIRPlANE 1920· 1940 Leo Opdycke. Editor

W.W.1 AERO (1900·1919), and SKYWAYS (1920·1940):

EAA

our two journals. which cont ain:

Membership in the Experimental Aircraft Association, Inc. is $30.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $18.00 annually. Family Member­ ship is available for an additional $10.00 annually.

• • • • • •

information on c urrent projects news of museums and airshows technical draWings, data photographs scate modellLng ma te rial news of c urren! publication s 01 all kinds

• • • • • •

historical research wo rkshop notes tn form ation on painl and color aeroplanes. engines . parts lor sale PLUS : your wa nts and disposals PLUS more ..

Sample copies $4 each .

Published by

WORLD WAR 1 ~~, INC.

15 Crescellt Koatl. POll(jllkecpsic . NY 12601. USA

19 14 14 73·3679

ANTIQUE/CLASSICS EAA Member - $18.00. Includes one year membership in EAA An­ tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

Non-EAA Member - $28.00. In­ cludes one year membership in the EAA Antique-Classic Division, 12 monthly issues of The Vintage Air­ plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

Where The Sellers and Buyers Meet. ..

25e per word, 20 word minimum. Send your ad to

lAC

The Vintage Trader, Wittman Airfield

Oshkosh, WI 54903-2591 .

Membership in the International

Aerobatic Club, Inc. is $25.00 an­

nually which includes 12 issues of

AIRCRAFT: Sport Aerobatics. All lAC members

are required to be members of EAA.

WARBIRDS Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warblrda. Warbird members are required to be members of EAA.

1949 Percival Prentice Air Force Trainer - 5 seats, full radio, V.P. prop, Gipsy Queen 30·2 en· gine spares delivered. Exchange Cessna 185. Hil­ ton. 26 Danford Road . Dartford. Kent DAI 3DZ En ­ gland. (12-1)

PLANS: EAA EXPERIMENTER

MISCELLANEOUS:

Have We Got A Part for You! 20 years accumula­ tion of parts for all types of aircraft - antiques. classics. homebuilts. warbirds . Everything from the spinner to the tail wheel. Air Salvage of Arkansas .

Rt. 1, Box 8020 , Mena. AR 71953, phone 501 /394­ 1022 or 501 /394·2342 . (3·2 /579111 ) CUSTOM EMBROIDERED PATCHES. Made to suit your design, any size, shape. colors. Five patch minimum. Free random sample and brochure. Hein Specialties, 4202P North Drake.

Chicago, IL 60618-1113. (c·2189) 1910-1950 Aviation items for sale - helmets. goggles, instruments, manuals, everything original and old. 44·page catalog available , $5.00. Air­ mailed. Jon Aldrich , POB-706, Airport . Groveland.

CA 95321 . (1-89/5)

POBER PIXIE - VW powered parasol- unlimited

EAA membership and EAA EXPERI­ in low· cost pleasure flying . Big. roomy cockpit for MENTER magazine is available for the over six foot pilat. VW power insures hard to $28.00 per year (Sport Aviation not beat 3'12 gph at cruise setting. 15 large instruction included). Current EAA members sheets . Plans - $60.00. Info Pack - $5.00. Send check or money order to: ACRO SPORT, INC., may receive EAA EXPERIMENTER Box 462. Hales Corners . WI 53130 . 414/529·2609 . for $18.00 per year.

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars.

Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the fol· lowing address:

WITTMAN AIRFIELD

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

OFFICE HOURS:

8:15-5:00 MON.-FRI.

28 DECEMBER 1988

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear. easy to follow plans includes nearly 100 isometrical draw· ings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $10.00 plus $2.00 postage. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

WANTED: Wanted : Vintage motorcycle to go with my 1937 Monocoupe. Let me know what you have. Ed. 7797 Baseline, Boulder. CO 80303, 303/499-4070. (1 / 89-2)

TOOLS: ENGINES

108-hp Lycoming O·235-C2C engine. 1,985 hours TT on 2,400·hour TBO. Logs available. Cur· rently flying on a 1973 Grumman AA 1·B. Mags and harness not included. $2,500. Contact Mark Phelps, 414/426·4825.

Tools, hand & power for all aircraft work. Rivet­ ers . Drills· Fasteners - Accessories - Tool Kits .

Everything for the kit builder - 96-page catalog available. $2.00 (refundable with first order). U. S. Industrial Tool & Supply Company, 15159 Cleat Street, Plymouth. MI 48170. Call toll-free 1-800­ 521-4800. (4/89-6)

STITS POLY-FIBER

COVERING MATERIALS

THE CHOICE OF THE GRAND CHAMPION WINNERS HERE'S WHYI

Fly high with a

quality Classic interior

~

Custom quality at economical prices.

rea,.

*

FABRIC COVERING WITH RAY STiTS Spon.ored by EAA Aviation Foundation. Before Making Expensive Mistakes, SM.This Tape and Learn How to Do It Right the Flr.t Time. $49.95. Also Direct from EAA (1-800-843-3612), and tram Slits Distributors.

-~~~~­ WRITE OR PHONE FOR FREE Sample at High Strength, Very

*

Smooth 1.7 oz Patented Polyester Fabric Developed Especially for Aircraft Covering Manual #1 with Detailed Instructions tor Fabric Latest Catalog Covering and Painting Aircraft for Corrosion Control and Distributor List.

*

Free catalog of compiete product iine.

Fabric Selection Guide showing actuai sample colors and styles of materials: $3.00.

I" :

STITS POLY-FIBER AIRCRAFT COATINGS

r::;:::;.---:

259 Lower Morrisville Rd ., Dept . VA

Fallsington, PA 19054 (215) 295-4115

*

VIDEO TAPE AVAILABLE

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes

INC.

*

*

*

Complete interior assemblies for do-it-yourself installation.

QiFt~RODUCTS,

*

Prollen Durability on Thousand. of Aircraft FAA-STC For Ollar 630 Aircraft Model.

Superior Quality Coating.

Dalle/opad and Manufactured Under an FAA-PMA a.pec/ally for Polyester Fabric on Aircraft, Not Modified Automotille Flnl.hes, Water Borne House Paint, or Tinted and Relabled Cellulo.e Dope Will Not Support Combu.tlon Lightest COllerlng Approlled Under FAA-STC and PMA Mo.t Economical COllaring Material. Con.,derlng of Trouble Frae Sa",ka No Fa/.a or MI./eadlng Adllart'.'ng Claim.

*

I

I

~

*

\\ ~ ~

P.O. Box 3084-V, Riverside, CA 92519

Phone (714) 684-428Q

RE-UVEIT!

The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years.

Vol. I (no. 21-14452) and Vol. II (no. 21-14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes.

Send your check or money order to: EAA Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612.

VINTAGE AIRPLANE 29

THE BUILDING OF THE

AVIATION HISTORY AS IT HAPPENED!

CALL TOLL FREE: 1路800路843路3612 AVAILABLE ATEAA OSHKOSH '88 or SHIPPED AFTER AUG. 7, 1988 路plus $3 shipping/handling (WI residents add 5% sales tax)

by George A. Hardie, Jr

While on a vacation trip last July , Dick Stevens of Tucson, Arizona took the photo of this month's Mystery Plane at Janes' Field , Anoka County , Minnesota. Obviously, the airplane is a cabin type twin with radial engines.

Can you identify it? Answers will be published in the March 1989 issue of THE VINTAGE AIRPLANE. Deadline for that issue is January 10, 1989.

The Mystery Plane in the September 1988 issue is variously known as the "Flying Mercury," "Marinac Mer­ cury ," and "Henderson Mercury ." The airplane was restored by members of Chapter 25, Minneapolis , Minnesota in the 1960s and presented to the EAA Aviation Museum . The photo was taken in the old museum at Franklin, Wisconsin . No answers were rece ived at press time . â&#x20AC;˘ Flying/Marinac/Henderson Mercury.

VINTAGE AIRPLANE 31