VA-Vol-17-No-8-Aug-1989

STRAIGHT AND LEVEL

by Espie "Butch" Joyce

First I would like to welcome all of our members attending EAA Oshkosh '89 . This year should prove exciting for all . During this week of excite­ ment, take a break and come sit on our porch at Antique/Classic Headquar­ ters.

We are moving our operation and parking area farther to the south on Wittman Field to accommodate more Antique and Classic aircraft. We will have a tram system beginning this year for all of you who find this walk dif­ ficult. There is also a tour transport system that travels throughout the An­ tique/Classic area available at no charge. Board the tram at Antique/ Classich Headquarters, hoewever, be­ cause once the tour starts no one can get on or off the wagon. On your tour there will be a guide to describe differ­ ent aircraft and to answer questions you may have.

Unoccupied lawn chairs continue to be a problem in our area. They block access to the taxiways and can be blown into aircraft by propwash. We are providing starage areas this year for you to store your chairs when you aren't using them. Please take advan­ tage of this service . Also, a label with your name on it on your chair would be a good idea.

2 AUGUST 1989

A number of Antique/Classic mem­ bers use our area of the Convention grounds and have a good time doing so . There also are a good number of people who use our area and are not members of the division. If you should meet one of our non-members this year, welcome them to our area, then ask them to join up . I'm sure that a number of these people have just never thought of joining our group.

It's just incredible to me that our en­ tire area of the Convention is run strictly by volunteer labor. This year, why not go to our volunteer booth and offer to help for a couple hours with some duty? This small amount of effort

will make you feel more a part of your Convention . It also will help you to have more of an appreciation of the scope of the Oshkosh operation.

Be sure to check by the Antique/ Classic headquarters to see what is happening daily. I'll be in and out of headquarters. Please stop by and let me know your feelings and thoughts for the improvement of your Division.

Also please enjoy yourself in the An­ tique/Classic area.

More than any time in aviation we all need to stand with one united voice.

Let's all pull together in one direction for the good of aviation. Join us and have it all! •

PUBLICATION STAFF PUBLISHER

Tom Poberezny

ViCE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Man

EDITOR

Mark Phelps

ART DIRECTOR Mike Drucks ADVERnSING Mary Jones ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEAruRE WRITERS

George A Hardie, Jr. Dennis Parks

EDITORIAl. ASSISTANT

Isabelle Wiske

STAFF PHOTOGRAPHERS

Jim Koepnlck Cart Schuppel

Jeff Isom

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Esple "Butch" Joyce Box46B Madison, NC 27025 919/427-0216 Secretary George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

Vice President Arthur R. Morgan 3744 North 51st Blvd.

Milwaukee, WI 53216 414/442-3631 Treasurer E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60180 815/923-4591

DIRECTORS Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 312/779-2105 Philip Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490 Chartes Harris 3933 South Pearia P.O. Box 904038 Tulsa, OK 74105

John S. Copeland 9 Joonne Drive Westborough, MA 01581 508/366-7245 William A Eickhoff 41515th Ave., N.E. st. Petersburg, FL 33704 813/823-2339 Stan Gomoll 104290th Lane, NE Minneapolis, MN 55434

6121784-1172

AUGUST 1989 • Vol. 17, No" 8 Copyright

OJ

1989 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents 2

Straight and Level/by Espie "Butch" Joyce

4

Vintage Literature/by Dennis Parks

6

Vintage Seaplanes/by Norm Petersen

8

Tullahomaward Bound/by Ron Ferrara

12

"Recubbery" Projectlby Norm Petersen

18

Cat's Meow/by Mark Phelps

25

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

26

A Day In The Life/

by RampTrampChamp (with Edlock Hart)

28

A Pair of Parasols/by Norm Petersen

30

Chapter ChronicIes/by Bob Brauer

31

Vintage Trader

35

Mystery Plane/by George Hardie, Jr.

Page 12

9181742-7311 Dale A Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430 Gene Morris 115C Steve Court, R.R. 2 Roonoke, TX 76262 817/491-9110 Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

Robert D. "Bob" Lumley N104W20387 Willow Creek Rd. Colgate, WI 53107 414/255-6832

Steven C. Nesse

2009 Highland Ave.

Albert Lea, MN 56007

507/373-1674

s.H. OWes" Schmid

2359 Lefeber Avenue Wauwatosa, WI 53213

4141771-1545

DIRECTOR EMERITUS s.J. Winman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

Page 18 FRONT COVER ... Before its re-cover job, Norm Petersen's 90-hp J-3 Cub on 1320 EDO floots at Brennand Seaplane Base, Oshkosh, Wis­ consin. Former Editor of VINTAGE AIRPLANE Gene Chase is the pilot in the front seat giving a liquid lift to EAA Air Adventure Museum Director, Carl SWickley. Even with the old Grade A cotton fabric, the Cub looks like a winner in this award winning photo by Brett Clowes of Australia.

REAR COVER ... After its fuselage was re-covered and before being fined with its summer floots, Norm's Cub gets some time on wheels among the spring dandelions on EAA's Pioneer Airport, Oshkosh, Wis­ consin.

(Photo by Jeff Isom)

ADVISORS John Berendt 7645 Echo Point Rd. Connon Falls, MN 55009 507/263-2414

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54903

George Daubner 2448 Lough Lane Hartford, WI 53027

John A Fogerty RR2,Box70 Roberts, WI 54023 715/425-2455

4141673-5885 Peter Hawks Sky Way Bid.. Suite 204 655SkyWay .

Son Carlos Airport Son Carlos, CA 94070

415/591-7191

4141231-5002

Jeannie HIli

P.O. Box32B

Harvard, IL 60033

815/943-7205

The words EM ULTlIAlIGHT, FLY WITH TIiE FIRST TEAM, SPORT AVIATION, an:llhe logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EM INTERNA· TIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered 1rademaI1<s. TIiE EM SKY SHOPPE and logos of lhe EM AVIATION FOUNDATION INC. and EM ULTRALIGHT CONVENTION are IrademaI1<s of lhe above associations and their use by 8Irf per.;on oIher 111M lhe above associaIions ~ strictly prohilited.

EdIo!iaI Policy: Readers are encouraged III stbTit sIOries and ~ Policy opiOOns expressed n articles are solely !hose of lhe au1hor.l. Responsilility for 8tJJJ8Cf n reporti1g rests entieIy with lhe cooIJiJuIOr. Material should be mill: Ecfu, The VINTAGE AIRPLANE, WIIImM Regional AiIport, 3000 Poberezny Rd., 0sIi<0sh, WI 54903-3086. Ptoone: 414142&4800.

The VINTAGE AIRPLANE (ISSN 0091-1>9(3) is published and owned exclJsively by EM AntiqUE>Oassic Division, Inc. of lhe E>qJerimentai AicIaft Association, Inc. and is published monIhly at Wittman Regional AiIport, 3000 Poberezny Rd., Oshkosh, WI 54903-3086. Secord Class Pootage paid at 0sIi<0sh, WI 54901 and 00di00naI mailing oIIices. ~ rates for EM ArO;jueICIassic Division, i1c. we $18.00 for cooent EM rreniJers for 12 monIh period of..tlich $12.00 is lor lhe poJlficaIion of The VINTAGE AIRPLANE. Merrbership is open 10 all wOO are interested in aviation.

ADVERT1SfNG - Amque/CIassic Division does nof ~ee or erdorse 8Irf product offered It"too.q1 our advertising. We invite oonstrucIive criticism and 'M3Icome

8Irf report of i"/erior merchMdise obIained throtql our advertising so thai cooecIive measu-es can be Iaken.

POSTMASTER: Send address changes 10 EM Amque/CIassic Division, Inc., WIIImM Regional AiIport, Oshkosh, WI 549J3.3086.

VINTAGE AIRPLANE 3

by ()ennis Vaf"ks

The

July installment of "Vintage Literature" examined the development of streamlining during the decade of the Great Depression, when the streamlined form took hold of the imagination of the public as well as aircraft and auto engineers. Streamlin­ ing lessons were also being applied to homebuilt aircraft and how-to-do-it ar­ ticles appeared in the likes of Modern Mechanix and Popular Flying.

During 1931, Modern Mechanix published an article by F.E. Nagle on streamlining called "Streamline Your Lightplane for Greater Speed." This article was later reprinted in the 1932 Flying Manual. The author stated that if the methods of airplane streamlining described in his article were followed, lightplane owners could increase the speed of their airplanes from 25 to 30 percent. The following are extracts from Nagle's article:

"Let us suppose that you have a Iightplane which will hit around 80 mph full throttle. How would you like to have this same ship make the same speed at three-quarters throttle?

There's no magic about it - it's sim­ ply a question of streamlining which can be done easily and cheaply.

"For streamlining materials, you will need some thick dope - real thick stuff, just like fish glue - some scrim or cheesecloth, pine sawdust, some regular airplane fabric, also some reg­ ular dope and lacquer or paint. The total cost of these materials for a plane in the Pietenpol Air Camper class is around $12.00.

"Now for the actual job. If you think it's a tough one, dismiss your fears.

Anyone who can pat some sawdust around a piece of tubing can do a good job. Mix sawdust with some of your thick dope until the mixture feels like raw hamburger. Coat the part you are streamlining with some thick dope and let it stand a few minutes. Then apply the sawdust mixture around the part 4 AUGUST 1989

his January 1938 article which covered ways of fairing over struts and gear legs: and pat it into streamline shape .

"Now get your scissors and cut a piece of cheesecloth to fit around the job, and dope it well into the sawdust part. Let this dry, and later on dope it until it is smooth.

"If your ship is a big plane or a low­ wing job, the wing caQ be streamlined into the fuselage quite easily. For this job, you will need some thick cheese­ cloth and several strips of muslin about two inches wide. The cheesecloth is cut to fit and doped on the edges to the fuselage and wing so that it assumes a good streamline form. Then dope on the muslin strips so the cheesecloth will assume a curved shape.

"After this has been fixed to your satisfaction, cut out some airplane fab­ ric and cover the whole thing."

The author went on to state that the same process could be used to stream­ line the fin and stabilizer into the fuse­ lage. His illustrations also showed how the landing gear could be done. He also discussed bold heads, wheel pants and struts.

To prove his point of the benefits, he stated that a Moth so treated in­ creased its top speed to 130 mph from 93 mph. The 1932 Flying Manual has recently been reprinted by the EAA A viation Foundation and is available as stock No. 21-14170 for $5 .90 in­ cluding shipping and handling .

In the January 1938 issue of Popular A viation there appeared an article by Raoul J. Hoffman entitled "Streamline Your Airplane." During the later half of the 1930s, Hoffman had written a series of articles on aircraft design with the amateur builder in mind. Hoffman was a chief engineer for the Laird Company and also designed the second version of the Arup flying-wing air­ craft. In his series of articles for Popu­ lar A viation he did two on streamlin­ ing. The following is extracted from

"Streamlining or fairing is defined as a ways and means of reducing parasite resistance of parts exposed to the flow of air. This reduction will naturally be effected by having the molecules of the air passing the object without changing their relative position, without creating turbulency.

"This smooth flow of air may be ac­ complished by shaping he whole unit for minimum resistance by adding ma­ terial to form the best shape, by adding guide vanes, by reducing interference between parts, by concealing or re­ tracting the unit within the structure without lowering the safety factor of the airplane.

"For the sake of simplicity, the air flow is assumed to be two-dimensional though it is always three-dimensional.

It may be undisturbed (Iaminary) or disturbed (turbulent) depending on the object and speed.

"Fig. 1 shows the air passing a sphere, a streamline body and an air-

Streamlining techniques for the IIghtplane

by F.E. Nagle from the 1932 FLYING MANUAL published by MODERN MECHANIX.

foil. By close investigation it is noticed that for a certain distance (Fig . 2) the air clings to the surface of the airfoil, this layer of still air, about 111 ,000 of an inch thick at average speed , is called the boundary layer; at a point (the transition point) it breaks away from the surface and becomes turbulent.

"Both airflows, the laminary and the turbulent are a function of size and speed. The surface texture will affect the resistance only if the grain of the finish is larger than the thickness of the boundary layer.

"The diagram in Fig. 3 shows that at low speed the resistance is the same, but that at high speed the difference is so great that only a highly polished sur­ face will give satisfactory results.

From this may be deducted that all en­ tering sections (nose) of an aerodynamic unit shall be made as

smooth as possible so as to have the turbulency delayed as far as practical, for the closer the transition point is to the trailing edge the lower will be the drag.

"Turbulency may be decreased or increased by placing two objects close to each other by the effect called 'inter­ ference.' Two wires or cables placed one after another reduce the total resis­ tance; filling the space (Fig. 4) with a wood strip, the resistance is reduced to 113 of the resistance of a single wire.

"The wing-fuselage interference may be explained by the interference of the effective air flow; a small fillet will reduce the created turbulency. The interference of the lift strut is kept low by having he width of the strut smaller than the distance to the surface of the wing; very often a braced narrow strut, a jury strut must be used to conform to

this design; the same basic idea is em­ ployed in the construction of the can­ tilever landing gear shown in Fig . 5 .

"Figure 6 shows the general outlines of a streamline body, of a strut and of an airfoil. The airfoil is of interest, for the distance over the upper surface is nearly the same as past the lower sur­ face. Thus both airstreams will meet at the same instant causing a minimum of turbulency. " Hoffman continued in the article to discuss streamlining struts, using vanes to guide airflow, and cowling engines for reduced drag . He ends the piece with a reference to the flying­ wing concept.

"With utmost streamlining the final outcome will be an all-wing airplane consisting of one airfoil, landing gear retracted, engine concealed and every space within utilized for payload." •

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Streamline Your Airplane by Raoul J. Hoffman 1932 FLYING MANUAL published by MODERN MECHANIX. VINTAGE AIRPLANE 5

VINTAGE SEAPLANES

by Norm Petersen - - - - - - - - - - - - - 足

BEECHCRAFT SD17S AND SD17R SEAPLANES Take-off Time, Fully Loaded, 18 Seconds, into a 10 mph Wind A 1938 Beech company brochure, recently donated to the EM library, features these two photos of a Beechcraft SD17S on Edo Wa-4665 floats. The aircraft shown Is NC18566, SIN 168, pawered with P Be W R-985 'Wasp" rated at 400hp. Note seaplane ventral fin below tall and seaplane grommets visible on lower trailing edges of the wings. The SD17R model featured the Wright R-975 engine of 420hp.

6 AUGUST 1989

From the EM Archives comes this photo of a Bellanca CH-300 (sometimes referred to as the Bowlegged Bellanca) powered with a 982 cu. in. Packard diesel engine of 225 hp. The floats are Edo K-4650. Note the streamlined struts, the oval cabin window and the wind-driven generator on the belly. Do any of the readers have any knowledge as to the identity of the two people in the photo?

Somewhere In Alabama, U. S. Army Air Forces Uaison Pilot Training, WW-II (25th Uaison Squadron, Fifth Air Force, Sgt. Pilot). This photo of a Stinson L-5 mounted on Edo 44-2425 floats was sent in by Bob O'Hara of Box 1438, Georgetown, CA 95634.

VINTAGE AIRPLANE 7

Down the One ­ a loak at some of the participants.

TULLAHOMA WARD

BOUND

F or a few days in the fall of the year, the citizens of the small town of Tul­ lahoma, Tennessee are treated to an airborne symphony of sight and sound.

The sweet song of large round engines with famous names such as Wright, Jacobs and Pratt & Whitney echo through the sleepy hills and valleys.

These great engines power the equally famous aircraft designed and built by one Walter Beech. Travel Airs and Staggerwings crowd the sky as they once did in times gone by. The occasion is the annual Staggerwingffravel Air International convention sponsored by the National Staggerwing Club and the Staggerwing Museum Foundation, Inc. This is a time for special folks in special airplanes to come together to continue the tradition begun so many years ago. Most fly Staggerwings, the 8 AUGUST 1989

by Ron Ferrara airplane that began life in 1932 and earned a place in aviation history for outstanding performance and good looks. Designed by Ted WeBs to the specifications of Walter Beech, the Staggerwing was produced in a number of variants culminating in the five place G-17 s in the years after World War II. Due largely to its out­ standing performance, the aircraft found a ready market both as a civilian and a military workhorse. Indeed the performance was such that in 1936 Louise Thaden was able to capture the Bendix Trophy race in a factory stock

C-17R. The army variant, the UC43 Traveler, and the Navy, GB 1, 2 were so successful that the military not only purchased almost 400 but comman­ deered a number of civilian planes dur­ ing the war. While early versions were powered by Jacobs and Wright en­ gines, the design standardized as the now famous DI7s with the Pratt & Whitney Wasp Junior or 985 cubic inch engine. This engine produced 450 take-off horsepower and its power and reliability were two reasons why more than 470 examples of this version were produced. With performance figures of 202 mph cruising speed, 212 mph maximum speed and a service ceiling in excess of 20,000 feet, it surpassed virtually all production aircraft of its time and today rivals many aircraft produced almost a half a century later.

A classic profile.

~he,,/~~h ,,' J~

fSeec

cAircraj! COmpmtlJ WICHITA. KANSAS

N911 to Baton Rouge, a G17S be足 longing to Red Holloway.

N44G - a G17S owned by John Parish of Tullahoma, TN. VINTAGE AIRPLANE 9

Tullahoma is the Mecca for Staggerwing and Travel Air aficionados due to the Staggerwing Museum . Located on the airport, the museum is the repository for all the remaining paperwork on both the Staggerwing and the various Travel Air models produced during Walter Beech's career. Donated by Olive Ann Beech and the Beechcraft Corporation , this is probably the most complete col­ lection of factory information in exis­ tence for any antique aircraft. In addi­ tion there are some absolutely beautiful examples of both types, one Stagger-

-- .

wing in the process of total restoration, and inumerable photographs, letters and newspaper articles having to do with the planes and the people who flew them. Also on display is the Beech factory design prototype of the retrac­ tion system used on the Staggerwing.

1988' s pilgrimage of proud owners took place during the week of October 12-17 and consisted of 29 Stagger­ wings and one Travel Air 4000, one D 18 and a number of non-Beech designs such as Howard DGAI5s , Spartan Executives, a Waco and a Culver Cadet. The aircraft came from the four

comers of the land and the ages of the participants ranged from three-year-old Jeanna York (a passenger in Grandpa's D 17S) to an elderly couple making a leisurely tour of the southeast.

The aircraft were all spotless and it was painfully obvious to even the most casual observer that these folks bor­ dered on the fanatical in their pride and devotion to these planes. No flyspeck of grease or oil was permitted to mar the hand rubbed finishes before or after a flight, and these planes did fly. It was also more than obvious that touch­ ing by a stranger was not to be looked

---- ­

Interior of the Travel Air 6000-wicker seats and wooden wheels.

Using the Armstrong starter on a 1929 E4000 Travel Air.

On display In the museum a Travel Air 6000.

A quick goodbye until next year - ready to head back to Wisconsin with the 1929 Travel Air E4000.

10 AUGUST 1989

upon kindly. This was a close-knit group of very dedicated people who shared a special bond centering on an airplane born more than 50 years ago .

These pilots , as pilots everywhere are prone to do, were not averse to bragging about their personal planes and their extra special performance .

One particular story stands out as told by a pilot from a large southwestern state. "As we passed that King Air climbing through 10,000 feet we heard him call center and tell them he had just been overtaken and passed by a biplane. Center informed him that it

was probably just another Beech Staggerwing inbound to Tullahoma."

Whether or not the story is exactly ac­ curate (would a Staggerwing pilot stretch the truth?) , no one can debate the outstanding performance or the classic good looks of this design .

For anyone interested in Travel Airs or Staggerwings, the museum at Tul­ lahoma is a must visit. It operates under the auspices of the Staggerwing Club and is open on weekends except during December, January and Feb­ ruary. There is a nominal $2 .00 admis­ sion charge. Weekday visits and spec­

ial tours can be arranged with a phone call to Mattie Shultz at 615/455-3594 or 615/455-1974. The museum can also be contacted by writing in care of The Staggerwing Museum, Post Office Box 556, Tullahoma, Tennessee 37388. The museum and its resources can be valuable to any serious restora­ tion effort because of the documents, including original blueprints, kept there.

The facility and the personnel involved are dedicated to the preservation of these classic aircraft and if the attendance at this year' s event is any indication, they are tremendously successful. •

A D17S undergoing a complete restoration at the Staggerwlng museum.

Three-year-old Jeanna York ready to board grandpa's D17S for the trip back to Columbiana, Ohio.

VINTAGE AIRPLANE 11

"RECUBBERY"

PROJECT

by Norm Petersen

The time was early November, 1987, and I had stopped at Brennand

In which a Piper J-3

sheds its Grade A cotton

feathers for a new coat

of yellow fabric.

Aviation in Neenah, Wisconsin to fly my J-3 Cub home after annual inspec足 tion (Home, being a small grass land足 ing strip called Earl's International, some four miles away) .

Jack Wojahn, Brennand's chief mechanic for over 25 years , gave me some good news and some bad news .

On the good news, he said, "We man足 aged to save the old girl for another year." On the bad news, he said , "If I were you , I would start accumulating some recovering supplies . The Grade A on your fuselage is on its last time around - don't make any quick pull足 ups!"

!

c

il!

!!' .!!'

If.

~ A "Smiling Jack" Wojahn gets ready to light up the torch and rebuild the fuselage of N10XS. Old "birdcage" was later removed and a new one welded in its place. "It needed Helpl" 12 AUGUST 1989

Some 55 hours were flown on the Cub during the year including skis , wheels, floats and finally wheels again in October of 1988. With the license expiring on November 30th, prepara­ tions were under way for the rebuild.

On December 10th, a group of volun­ teers disassembled the wings from the fuselage and wheeled it into Earl Grunska's (EAA 940) warm shop next to his garage . The "helpers" seemed to appear out of nowhere! Meanwhile, the hangar had a funny look about it ­ a wing and struts hanging from each side with no fuselage in between.

With George Rotter (EAA 54992) and E~r1 Grunska leading the way , the teardown began in earnest. The engine was removed , complete with propeller and then the interior was taken apart , piecemeal. With all instruments, con­ trols, seats etc . removed, things started looking bare . The first eye-opening discovery came when George removed the fuel line from the left cabin wall (the Cub has an 18 gallon wing tank).

The fuel line had been rubbing on a piece of fuselage tubing and a flat spot had been worn in the aluminum . Just to check the wearspot, I touched it with the point of a knife blade - it went right through! Paper thin! It was obvious I had beel. within days of a forced land­ ing without fuel.

The second revelation occurred when we stripped the fabric off the rud­ der. At some time or other, someone had added about one square foot of area to the bottom of the rudder by welding on an additional perimeter tube some three inches outside of the normal tube! No mention of this was found in the logs. (No wonder the Cub handled so well on floats with excellent rudder control!) Jack Wojahn sawed and ground the excess tubing back to normal size .

Removing the fabric from the right landing gear revealed five welded patches on the tubing. In short, I was flying more patch than landing gear!

However, the old landing gear was reused as it had been converted to inch­ and-a-halfaxles for use with TriPacer wheels and brakes (6:00 x 6) . The brake shoes were in near perfect condi­ tion and the wheel bearings checked out fine .

It was only four or five days before George and Earl had all the fabric re­ moved, all bolts and screws taken out and the airplane was a pile of parts and a bare fuselage . The tail surfaces were also stripped and checked for cracks and warpage. A short day and a half

The first piece of covering is applied to the inside of the cobin roof. George Is coochlng Tom Hren in the fine art of sticking down the fabric with a modeler's Iron. Note new metal baggage comportment - twice as large as before.

With the fuselage on its side, Gene Chase works on the interior fabric while "sitting" through the side window. We are looking up through the bottom of the fuselage.

at Leonard Manson's Custom Sandblasting near Larsen, Wisconsin and the steel tubing was squeaky clean.

Leonard had done numerous airplane fuselages before so he was familar with the tender nature of thin-wall aircraft tubing . Total cost , $150 for a first class job.

The fuselage and related tail feathers were then taken to Bill Brennand's shop in Neenah for his ace mechanic , Jack Wojahn, to run his 01 ' eagle eye up & down the tubing . Jack has that inate ability to find the weak spots, cracks, bends, missing parts and just about anything else that isn't up to snuff! Over 25 years of experience have " matured" his eye into one of the very best.

The years during which old N 10XS was used as a crop sprayer were pain­ fully evident in that several tubes in the fuselage were bent, the entire tail­ post leaned to the left and the entire "birdcage" section above the cabin was more braze than steel. The Cub had obviously been on its back more than once! An entire new birdcage was or­ dered from Wag-Aero and two pieces of tubing were located for replacement of a chunk of longeron and an angular brace. A pleasant surprise was discov­ ered in the process: somone had re­ placed both lower longerons with 3/4 x .049 heavy wall tubing at some pre­ vious time. They were in perfect shape inside and out and the heavy wall is worth its weight in gold for float work VINTAGE AIRPLANE 13

on the Cub for years. The old release cable kinda' flopped around loose in the fuselage . We welded a small steel tube around the tail post to run the cable through and then installed teflon cable guides up to the cabin floor. (Works like a charm .) New teflon cable guides were also installed for all other fuse­ lage cables.

As Jack would complete a section of fuselage and okay it, George would paint the section with two-part epoxy primer. This accomplished two objec­ tives: the rusting of the steel was stopped and Jack would have to weld ~ furiously to keep ahead of George! f. Have you ever seen a welder with his ~ dark goggles on, sparks flying - with ~ his left elbow painted epoxy green ?

In just over a week, the entire fuse­ lage, landing gear and tail feathers George Rotter carefully pulls a section of three inch tape along a lower longeron before were all epoxy primed and Jack brushing it down with Poly-Brush. Note copper tube coming out of floor which handles Wojahn uttered those famous words, water rudder lifting cable on floats.

"It should be good for another 20 years!" The entire structure was then returned to Earl Grunska' s heated workshop for covering.

On a Piper Cub, the inside of the cabin is the first part of the covering process and it wasn 't long before fabric began to appear on the tubing. And just like flies to honey, numerous "airplane folk" stopped in to view the project. George Rotter is a master at showing how easy it is to cover an airplane. In no time, he would have the visitors pitching in - and having fun! Besides getting the job done , many doughnuts and cookies plus gal­ lons of coffee were consumed!

All covering was done in Stits D-l 03 fabric using the Poly-Brush, Poly­ Spray and Poly-Dope finish. The fab­ ric is glued on the structure with Poly­ Tak cement and in just a few minutes, View from above shows interior floorboards, front seat, controls and header tank in­ preliminary shrinking of the fabric can stalled. Much of the plumbing and control work was finished in the cabin wall before begin with a flat iron. A small model­ cover was applied. ers iron, about three inches long and this one and the final OK was signed just over an inch wide, is handy for where pounding waves put some wild by the FAA) . loadings into the longerons! sharp comers and tight places. In some Other amenities included new slides Included in the new birdcage was cases, a heat gun will pull in the fabric for the lefthand cabin window (from just the correct amount. Practice makes provision for a skylight, a lUXUry we Wag-Aero), new "oilite" bushings in didn't have before the rebuild. A sec­ perfect. the landing gear fittings, elevator ond improvement was an enlarged bag­ Using Earl Grunska's rotating hinges and rudder hinges to tighten up gage compartment, supported by a mount for the front of the fuselage, the the rather loose joints . A hoisting ring welded tubular frame and completely entire airplane could be rotated from for lifting the Cub up in the air for float lined with aluminum. When finished, side to side for most advantageous pos­ George Rotter stood his 180 lb . frame installation and removal was installed itioning. It wasn't long before the in­ on the front cabane, just behind the on the floor of the compartment and terior was covered, as Gene Chase sat windshield. The empty Cub balances jumped up and down with vigor! We in the center of the cabin (on its side) perfectly at this point. By removing six felt this was equal to a 9G test - 20 and carefully fitted the fabric to all the small screws, I am ready to hoist on pounds times nine equals 180 pounds comers and tubes. Gene is a model the ring - strictly class!

- and it stood the test in grand style . airplane builder of considerable experi­ (Bill Brennand did the 337 form on A glider tow-hook has been installed ence and has the patience to do a really 14 AUGUST 1989

neat job. Once the fabric was in place in the cabin , the new floorboards were installed followed by the rudder pedals and the brake pedals. About this time, I discovered that some wise guy had painted one brake pedal green and the other one red! These guys are always giving me a bad time about being color blind!

In short order, the entire bottom of the fuselage was covered from front to back and the fuselage was placed up­ right, ready for control cables and trim system. A new assembly on the jackscrew was needed as the old one had a well-worn thread. Some $80 sent to Univair took care of the problem!

About this time , the fuel valve refused to tum and no amount of persuasion would budge it. A weekend visit to Stan Gomoll's hangar in North Min­ neapolis just happened to produce a new valve! Thank you, Stan , for com­ ing to the rescue . George insisted on a pressure check of the fuel system be­ fore covering was applied. As he sus­ pected, a leak was discovered and it was promptly cured. Good thinking , George.

A carefully marked "blanket"" was draped over the fuselage to cover the top and both sides. When all pins and marks were in place, it was taken to Jack Wojahn for sewing. (One seam down the "spine" and up the fin .) Re­ turing the envelope to Earl's shop, we turned it inside out (to put the sewing on the inside), only to discover the door opening was now on the wrong side! With a bit of "hocus-pocus" and by moving a few seams, the door was finally on the correct side and we were back in business. All stringers, which Earl happened to have in his attic, were carefully sanded smooth and varnished before installation. The fabric en­ velope was then positioned in place and glued down with Poly-Tak. A bit of work with the iron and things were starting to look good! Every so often, Jack Wojahn would stop in to inspect the project , to make sure we hadn't pulled his nice welding job out of line with too much fabric tension. Good A & P mechanics are always a mite sus­ picious, you know!

The old boot cowl was in sad shape and looked like it had survived the Civil War. I was able to obtain a new one from Wag-Aero without the cus­ tomary fuel tank hole on the top side.

With a wing tank only, (18 gals .), there is no fuselage tank - hence, no filler neck is necessary. The smooth

George makes a trial fit of the new DOOt cowl (without fuel tank hole). With a bit of fitting, the new cowl came out very nice looking.

With one rear window in place (it was too stubbom to remove!) the fuselage is hauled to EM's paint shop for sliver and yellow coats. Note planks used for wheeling it onto truck.

boot cowl looks very chic!

I sent the instrument panel and throt­ tle covers to a friend in Minnesota to have a black crinkle finish applied . Just as he had done on my EAA Biplane panel in 1965 and Starduster Too panels in 1975, Orval Kohn once again came through with a professional job.

While all this was taking place, we covered the tail feathers , landing gear and lower door. Again, seaplane grom­ mets were installed on all surfaces for seaplane use. Once everything was properly taped, a coat of Poly-Brush was applied , a light sanding next and a second coat of Brush . The floor , seats, controls etc . were all masked off and the entire works was taken over to

Tracy Johnson for spraying.

Through diligent and persistent hard work, Tracy has become the resident expert on fabric covering at EAA in just a few short years. Working even­ ings, she sprayed the tail feathers, first with Poly-Spray and after sanding the surfaces smooth, sprayed the final color coats of Cub yellow. Very shortly , we could see a problem! The Lock Haven Yellow did not match the color of the wings! I immediately sent a sample of the old fabric to Ray Stits in California. He called me on the phone with the information that the sample was Randolph AN Yellow . In no time, Ray had mixed a batch of the correct color in Poly-Tone and sent it VINTAGE AIRPLANE 15

George Rotter drills another screw hole In wing fairing as Earl Grunska fastens the tallwheel springs In place. The hoisting ring Is just visible behind the top of the windshield.

With all parts masked off, Jack Wojahn lays on a nice coat of black Poly-Dope down the side of the fuselage.

out. Lo, and behold, it matched per­ fectly! (Thank you, Ray Stits) There are apparently some six different shades of Cub Yellow, depending on what each rebuilder thinks is correct.

Perhaps Clyde Smith, Jr. could shed some light on this subject.

Over the weekend, Tracy sprayed the fuselage and a group of us spent Saturday afternoon, sanding the Poly­ Spray with #320 grit wet sandpaper.

(It's amazing how the water cleans the crud out of the sandpaper!) The final color coats were sprayed on Sunday and believe me, we had a yellow Cub! Tracy's skill with the paint gun is quite remarkable and the results were out­ standing . It was a pleasure to gather all the parts and pieces back at Earl's shop for final installation of instruments and details before final assembly.

16 AUGUST 1989

A new windshield was ordered and new glass for the side windows was purchased at a local glass store . I chose to use 1/8 inch acrylic for the side win­ dows rather than Lexan, as acrylic seems to be better optically . All win­ dows were cut out on Earl's bandsaw and then smoothed with a file and fine sandpaper for final fitting . It is funny how new glass all around makes the restoration look better!

Earl Grunska became the man of the hour when he worked the numerous dents out of the engine cowling with a soft mallet. Again, patience is a golden virtue. He and George then completed numerous patches and reinforcements before the cowl was ready for painting .

Even the engine mount was cleaned and painted before being reassembled to the engine with new mounting rub­

bers. The new boot cowl had been fit­ ted and worked into place and after being painted, was installed perma­ nently and the engine was mounted on the nose of the airplane . Next to be connected were all the lines, hoses , wires and control hook-ups - often re­ fered to as "spaghetti" .

The nicely refinished instrument panel was installed along with the pre­ vious instruments . I did have a Mach meter from a jet fighter that Jens Toft had given me in Denmark in 1986.

However, I decided to have the Piper Cub bear logo silk screened on the face of the instrument to make it look like it belongs on a Cub! It registers from .5 Mach to over 1.0 Mach - about 350 mph to over 750 mph - just what every Cub needs!

A particularly nice job on the windshield installation was ac­ complished with George Rotter leading the operation . The new windshield was quite compatible with the new birdcage and the finished product , with all fair­ ings in place, looked factory new.

Meanwhile, Earl and Will Schaick were busy with the side glass. A new piano hinge was used to support the upper half of the door - a marked im­ provement over the old hinges as the door does not flop all over when up against the wing in flight.

The new oversize baggage compart­ ment, complete with new plywood floor, carpeting and thin plywood cover, looked sanitary when finished , however, it did cause some trouble .

Access to the rear seat sling nut plates was very minimal and George spent considerable time (and a few choice words) getting the tube clamps riveted together so the nut plates would line up to accept the seat mounting bolts.

In like manner, the rear float attach fittings were installed on the tube clus­ ters below the baggage compartment.

Again, much nail biting, turning & twisting and reference to the morality of some of my ancestors seemed to help! Eventually, all 12 mounting bolts were in place and tightened and the fittings were painted to match the airplane!

The tail feathers, which had been finished so nicely by Tracy Johnson, were installed with the necessary brace wires and gradually tightened to "square" with the fuselage. The stabilizer trim system worked like a charm, the cockpit handle rotating on a new shaft that Earl had built from an AN bolt. Even the position indicator

moved back and forth as required!

Such luxury!

Once the tail wheel was hooked up to the new rudder arm furnished by Chuck Larsen, the entire fuselage was taken over to Brennand Aviation for final assembly and Annual Inspection.

The wings and struts were hauled on the second and third loads and assem­ bly began soon after, under the super­ vision of old "Eagle Eye", Jack Wojahn. The landplane prop was in­ stalled and a compression check was run on the engine while the rest of the crew was installing wings and struts along with assorted cable hook-ups and fuel lines. Even the new skylight was carefully installed with a bit of silicon sealant to make it rainproof. Mean­ while, Earl had taken the two seat cov­ ers to a neighbor who had a heavy duty sewing machine. She stitched up the seams that needed help and in no time , the covers were installed in the Cub , good as new!

A diagram of the proper "Lightning Stripe" placement was obtained from an old SPORT A VIA TION magazine and Earl got out his trusty ruler and began measuring. With careful atten­ tion to detail and with George helping with his good eye, the masking tape was applied to the outline of the "bolt".

Paintproof paper was used to mask off the rest of the fuselage and when all was ready, Jack Wojahn loaded his trusty spray gun with black Poly-Tone (left over from the Stinson trimotor) and commenced spraying the stripe ­ in front of about 15 onlookers! The

spray job itself was expertly done , the hard part was all the free advice from the gathering of coffee drinkers , gen­ eral riff-raff and other types of ne'er do wells!!

When all the masking tape was pulled off, the Cub was starting to look like a genuine Lock Haven product.

All the various placards were posted where necessary and Jack worked his way down the sheet of Annual Inspec­ tion check-offs. Bill Brennand was not completely sold on the location of the CG as shown in the logbook , so the Cub was carefully positioned on top of three scales and leveled with the upper longeron. The empty weight registered 798 Ibs. and the computed CG came out some three inches forward of the logbook placement! This was perfect as far as Bill was concerned and would be ideal on floats as well. This particu­ lar Cub is a front-seat-solo machine as the fuel is in the wing and not in the nose of the fuselage . This moves the CG rearward as in a PA-II and makes it a front seat solo. In like manner, the mag switch is on the instrument panel as well as the carb heat control. The fuel valve is located on the cabin wall next to the pilot 's left knee, just as a PA-ll Cub Special.

In due time, the paperwork was finished and the time had come to fly the Cub home to Earl's International.

Just as Earl brought me over to Bren­ nand's to fly it home, a fierce storm came up and we decided to leave well enough alone! Two days later, George cranked up the 90-hp Continental and

flew it over to Earl's. He reported it flew very well, however, the smile on his face told the story. It was obvious he was pleased with the result of five months of (hard) work!

Needless to say, I was quite anxious to fly the Cub, and about two days later, the foul weather had passed and I had a chance to take "her" for a spin.

First, I noticed the entire airplane was much tighter and didn't shake, rattle and roll in the joints! It felt like a new Cub - a real tribute to the many people who helped on the five-month rebuild.

About two weeks later, one of the Cub's former owners, Floyd Back­ strom of Mankato, Minnesota was in Oshkosh doing EAA Volunteer work .

I invited him to fly 01' NIOXS from Earl's grass strip. Floyd took off and like a steel driver with a brand new hammer, made music in the deep blue evening sky. (I suppose you could call it "Rhapsody in Blue") . After about 20 minutes, he landed on the soft grass and taxied up . Turning off the engine, he looked over at me from the front seat of the Cub with that serious "Swedish" look in his eyes and said, "Norm, I'll give you all your money back!".

If you've ever thought about re-cov­ ering your airplane, order "Fabric Cov­ ering with Ray Stits," a 120-minute EAA video from the "How To" series.

To order, call 1-800-843-3612 (in Wis­ consin 1-800-236-4800).

The Cub is carefully leveled on three scales to do a weight and balance. The total of the scales was 798 Ibs. A line was dropped from the leading edge of the wing to measure the moment arms to the wheel centers.

VINTAGE AIRPLANE 17

THE GRUMMAN KITIEN

By

June 1943 , Leroy Grumman had enough confidence in his litter of Navy fighters to tum his attention to another breed of cat. Although one reason for the development of new designs G-63 , G-63A and G-72 was to experiment in spot-welding aluminum, the aircraft clearly addressed the post-war civilian market as well. Designated the "Hep­ cat" and/or the "Kitten," it was two­ place, all-metal and sleek as could be .

by Mark Phelps

Editor's note - EAA is endebted to Mort Kelman (Lt. Col. USAF Ret.) for his con­ tribution ofphotos und data on the Grum­ man Kitten. Mort is a contributor to lead­ ing aviation and aerospace publications as a photographer and journalist.

18 AUGUST 1989

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....>.- .... ;

Grummi!n'G-72; "Kltfen."

In fact, it resembled the Beech Bonanza which became the standard to meet for post-war production aircraft.

Only one G-63 was built and under­ went numerous tests including exten­ sive work on ducted wings . The later prototype G-72 has been restored by the Grumman Retiree Restoration Group and sits in the Cradle of A via­ tion Museum at Mitchel Field on Long Island, New York . Although the Grumman lightplane never made it to

production, its story opens some in­ sight into what happens when a big­ time engineering concern turns its at­ tention to light aircraft.

According to Grumman report number FT -72-0A by Kitten test pilot, Franklin T. Kurt, the design goal of the G-63 and the later G-72 was to bring "big-ship" features to a light air­ craft with sufficient range, speed, load, simplicity and toughness to suc­ ceed in the marketplace. The airplane

was powered with a Lycoming 0-290­ A engine of 125 hp with a Sensenich wooden propeller. The G-63 had re­ tractable, conventional landing gear and started with a 28-foot wingspan, later extended to 32 feet. The G-72 had retractable tricycle gear and originally had two tail fins outside the slipstream.

It was later modified to a single-tail configuration. The G-63 had split flaps while the G-72 had slotted flaps.

The fuselages of both airplanes were

all-metal , semi-monocoque . Spot足 welding was used wherever possible - up to 70 percent on the G-63 and 60 percent on the G-72. Through the development process as late as January 1947, no problems were experienced with the attachment technique and the

cleanliness of the rivet-free airframe produced good performance. The fuse足 lage skins were of .032-inch aluminum and the wing skins were .032-inch and .025-inch forward of the main spar and .025 and .020 aft. Ribs were spaced about every 12 to 14 inches .

Years before, Leroy Grumman in足 vented the space-saving, wing-folding mechanism for his Navy fighters while toying with an eraser and a paper clip at his desk. The main spar of the little G-63 was designed with a folding wing in mind with a skewed joint cut at the

center section, although the forged hinges and pins were never made. With the G-72 , designers abandoned the folding wing concept and had straight cuts in the spars with the outer panel s bolted to the center section.

The retractable landing gear on the

original airplane was hand-operated with a mechanical linkage to a lever in the cockpit. The system was trouble­ some and two belly landings and one one-wheel landing resulted although no damage was sustained. The prob­ lem was with the latching mechanism

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which worked well on the ground but failed when subjected to air loads and acceleration forces . The system was replaced with a hydraulic system al­ though the latches were still sensitive to lack of lubrication and could stick in the open position . The G-72 used an S-shaped bar action to lock the gear in both up and down positions rather than latches . That solved the problem of the Kitten's recalcitrant paws once and for all . In the first 50 hour's flying with the new system, the airplane never failed to land on its feet.

The nose gear was free-castering through 360 degrees and used a large, low-pressure tire for shock absorption .

Steering was via the main gear brakes .

A simple brake-shoe material shimmy­ damper around the bottom of the oleo controlled nosewheel vibrations. The typical Grumman simplicity worked fine and after an increase in the friction setting at 50 hours - a simple adjust­ ment - the nosegear steering worked to perfection .

A great deal of consideration was given to the flight characteristics of the Kitten . To a manufacturer of military fighter aircraft, an airplane needs to be responsive and quick on the controls, often at the expense of stability. Grum­ man was sensitive to its bias along these lines - perhaps overly sensitive.

Kurt's report shows that with a 28-foot wingspan , the G-63 was "jumpy" and "nervous" on the controls. These characteristics are subjective and the report goes on to admit that the phugoid oscillations responded quite normally to correction and returned to trimmed attitude within 15 seconds.

Directional oscillations were similarly docile.

A general aviation airplane, how­ ever, needed to be even more stable than that and Grummanites agreed that the Kitten, both in its G-63 and G-72 forms would have been better with a longer tail to dampen oscillation and provide more stability. It's interesting that the report notes an annoying amount of control friction that "should be kept to a very minimum on a light fast airplane ." Roy LoPresti has ad­ dressed that concern on his new Swiftfury with push-pulrrods and silk­ smooth bearings . The controls are so easy to move that pilots sitting in the airplane at Sun 'n Fun asked if the stick was connected. A former Grumman employee himself, LoPresti must have been listening to his forebears.

The Kitten's wingspan was in­ VINTAGE AIRPLANE 21

Restored by the Grumman Retiree group. the G-72 prototype Kitten sits In the Cradle of Aviation Museum on Long Island. New York.

creased after 21 hours of testing to 32 feet from 28 feet for an increase of 13 square feet of area - about II percent.

No decrease in top speed was noted.

In the quest for greater stability. the longer wings helped, providing added inertia in yaw and thus less dutch roll tendency. In addition, bungee trim added control stiffness without friction and contributed to stability. Changes to the tail surfaces in quest of more stability included more elevator chord, more stabilizer chord, adverse elevator tabs (moving against elevator displace­ ment), more stabilizer and elevator span, four-inch increase in tail length and adding more control-wheel motion in ratio to control deflection. These at­ tempted improvements led to com­ ments ranging from "no change," to "slightly better," and "best."

Dorsal and ventral fins did little for directional stability and adding area to the tail surfaces was a trade-off. More rudder was better in cruise, but added undue forces on take-off. The final selection of fin and rudder had 20 per­ cent more area than those originally fit­ ted.

Stall-testing on the Kitten brought additional puzzles, the solutions of 22 AUGUST 1989

which are educational for anyone in­ terested in the compromises of aircraft design and testing . At first, the G-63 flew with a continual tail buffet that was caused by the cabin doors as they were sucked a half inch out into the slipstream. The surface turbulence stalled the wing to a foot out on the leading edge and three feet out on the trailing edge. Designers sealed the door more effectively and the buffet was eliminated. The stall remained ab­ rupt, however, which is all right in a Navy fighter, perhaps, but for those of us who needn't arrive on an aircraft carrier in a controlled crash, a tamer stall behavior is more appropriate.

At first, the open wheel-well doors were suspect, but closing them pro­ vided no relief. Grumman next examined the nose section and found that at 14 degrees of pitch up - the stall attitude - turbulence off of the aircraft's "chin" atacked the wing lead­ ing edge resulting in the rough stall.

The subsequent change in nose-bowl shape tamed the stall - as long as the rudder was held in the centered posi­ tion. Nudge the rudder either way and you had a nicely developed spin with power off, and a real corkscrew with

power on, resulting in the loss of a lot of altitude.

Experimentation began with the wingtip airfoil sections . While slight changes in wingtip airfoil helped out on the G-63, it took the G-72 with its 4420 root airfoil and 4409 tip airfoil to truly manage the spin tendency. Kurt's report suggests that some washout (two degrees) would have made it even bet­ ter. Grumman also experimented with an elevator stop device to limit elevator travel in order to eliminate the stall and the possibility of a spin, in the manner of Fred Weick's Ercoupe. With power off the Kitten was fully domesticated and the ailerons were effective well down into the stall but with full power, the elevator control remained strong enough to stall and spin the airplane.

Some other techniques were em­ ployed to further tame the spin charac­ teristics of the Kitten. Leading edge spoilers, often used on modem aircraft and homebuilts to generate a wing root stall prior to tip stall , were tried and discarded. Also, the engine thrust line was lowered two degrees, but its effect on power-on stall behavior was mini­ mal so the engine was returned to hori­ zontal.

One effort to add to longitudinal sta­ bility on the G-72 led to real problems in spin testing. To add weight to the tail for stability, the battery was moved to the tailcone and tests commenced.

Everything appeared to be fine until the last, full-aft-CG tests were per­ formed. Self-recovery was lost and full forward stick was required after four turns. The test pilot reported that the controls were going slack and the spin was flattening when he managed to re­ cover. The battery was quickly moved to the firewall .

The G-72 originally appeared with a twin tail, the idea being to work toward a two-control congfiguration like the Ercoupe's. Placing the vertical sur­ faces outside the slipstream eliminates the yaw generated when the swirling air from the propeller strikes the left side of the vertical tail, pushing the nose to the left. The rudder is assigned the job of offsetting this directional in­ stability. By moving the tail surfaces outboard, one of the rudder's more profound responsibilities is eliminated, leaving room in the design for less rud­ der surface. The smaller rudder is then linked to the ailerons to counter ad­ verse aileron yaw. As with any design,

changes in one area have a domino ef­ fect down the line . The down side of the twin-tail design is an obvious in­ crease in drag .

The initial problems of directional control on take-off run with the G-63 led to extensive experimentation with rudder size and vertical stabilizer offset. The airplane needed significant rudder authority on take-off but next to none below 75 percent power. Such a wide range of rudder configuration was a real dilemma until the engine was canted three degrees to the left, and the significant forces required on take­ off seemed to disappear. Even the G­ 72 was converted to a single fin airplane after the engine was canted.

Grumman found that with one degree of fin offset and a fixed rudder tab, even the slipstream effects at take-off power were rendered negligible. The Grumman report also cites the possibil­ ity of altering the alignment of the main landing gear during the take-off roll as a means of achieving directional stability on the ground without resort­ ing to rudder deflection, although this method was not tried on the Kitten.

The final configuration of the two­ control Kitten was a single fin with no

offset, rudder trail three degrees to the right , and a fixed tab urging the rudder to the right. Kurt' s report cites one cross-country trip made without the trimming device and the airplane slightly out of rig - one wing low .

The high wing tank emptied more quickly than the other. The resulting wing-heaviness made it impossible to raise the wing and remain on course.

Grumman urged separate wing tank shut-offs for all two-control airplanes for this reason .

Another projection was to install a device that would swivel the top of the fin when the throttle was opened beyond the 75-percent power setting.

Grumman determined that a two-con­ trol, personal aircraft need not be able to fly at full power in level attitude.

Pilots of the modem Grumman American line of light airplanes should especially note one sentence of the April 1947 report. "The free-swiveling nose wheel steered easily by braking the main wheels and is surely safer and far simpler than a nose wheel re­ strained by steering controls." Twenty­ two years before the AA 1 Yankee (later built as a Grumman product) ar­ rived on the scene with its controver-

On the plaque In front of Its display, the G-72 Is pictured in flight In Its twin-tail configuration.

VINTAGE AIRPLANE 23

sial castering nose wheel, the decision was already made at Grumman. In the two-control version of the Kitten, a single brake pedal applied hydraulic pressure to be distributed between the main wheels by the control wheel through a two-way bleed valve. To steer on the ground, step on the single brake pedal and tum the wheel.

Cooling the Lycoming 0-290-A was not a problem on either version of the Kitten . The G-63 with its conventional gear had side gill outlets for the cooling air while the G-72 with its three-quar­ ters retracted nosewheel bled the cool­ ing air through the nose wheel well.

The baffling under the cowling of the Lycoming presented no particular problems, although a central baffle was added to keep cooling air from pil­ ing up on one side due to propeller slipstream effect. This was a normal consideration for light aircraft, al­ though it may have been new to those at Grumman used to working with ra­ dial engines roughly the size of Rhode Island .

The Kitten was fitted with a variety of Sensenich wooden propellers. The best configuration seemed to be a 73­ inch diameter unit with 61-inch pitch.

This combination yielded 2,140 static rpm at 29 inches manifold pressure; 2,250 rpm at 2,000 feet in cruise with 22 inches mp and 128 mph indicated airspeed; and 2,640 rpm at 2,000 feet with full throttle, 27.5 inches mp and 149 mph. Grumman engineers didn't fly the Kitten with a controllable prop as those available required either a splined or a drilled shaft and the Lycoming 0-290-A had a tapered shaft. The report says, however, "A controllable prop is urgently needed on so clean an airplane and will be the most effective means of reducing noise level."

Just as pilots of modem Grumman light planes can take interest in the 1947 report, so too can pilots of today's Aerospatiale light airplanes take notice of this section about cabin doors, "To reduce cost, the G-72 doors hinged at the top edge and lifted up.

This was awkward to use, dangerous on pinching fingers and extremely dangerous in the air. If a door should become unlatched, it would open vio­ lently, probably be twisted off the ship, with fair chance of knocking the fin off. Doors should hinge at the front edge, and be carefully designed against sucking out and producing air leaks."

This conclusion is debatable, and the 24 AUGUST 1989

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experience of one Cozy pilot refutes the statement. His side-hinged canopy unlatched in flight and floated at the 45-degree-open point until he was able to get it closed again . The airplane flew quite normally, he said, although he and his wife and daughter confessed to some erratic behavior of their own while trying to get the lid closed. Still, due consideration in door design is im­ portant.

The report concludes with some cleaning up of data gleaned from test­ ing and projections on what may have been tested had development con­ tinued . Power-operated landing gear was deemed essential for such a slick, fast airplane. The hand-operated, slot­ ted flaps on the G-72 would either have

"Grumman wisely

decided to stick

with the U.S. Navy."

to have their hinges relocated for easier movement of the manual lever, or switched to a powered system. The im­ portance of low-friction controls was re-emphasized. Among the unturned stones in the test program were refine­ ments in ventilating, heating, sound­ proofing, side windows, wing-steps, panel layout, fuel gauges and fuel-tank vents.

The G-63 first flew on March 18, 1944 with test-pilot Kurt at the con­ trols. It was later modified to its ducted-wing configuration as a test bed aircraft. The G-72 followed on Feb­ ruary 4, 1946 with its first flight. The G-63 was given registration number NX 41808 and the G-72 was registered NX 41858. The second Kitten was

later donated to Renssaelaer Poly tech Institute in New York and has since been lovingly restored by retired Grummanites for the Cradle of Avia­ tion Museum near Grumman's Bethpage headquarters on Long Island, New York.

It's unclear exactly what caused Grumman to discontinue development of the Kitten. By 1947, it was obvious that the great rush into general aviation was a non-event. All those returning pilots and crews would do their flying in airliners, not personal airplanes. The role of the personal airplane in Amer­ ican society would remain basically the same as it was before the war, a recre­ ational vehicle for most pilots and a business tool for the well-heeled. The overwhelming expansion came with the airlines, growing from little more than air mail carriers with a few extra seats to the corporate transporation giants they are today .

Grumman wisely decided to stick with the U.S. Navy as its best cus­ tomer, supplying the decks of our air­ craft carriers with the ferocious cats we have come to know over the years since World War II; the Bearcat, the Panther, the Jaguar, the Cougar and now the F-14 Tomcat. The Kitten re­ mains a curiosity, the "Great Grum­ man Ironworks'" representative of hundreds of other prospective entrants into the great post-war aviation boom that never happened . Some of these airplanes are fine examples of acceler­ ated wartime engineering turned to civilian ideals. The test reports of the Kitten show great promise of range, speed, load, simplicity and toughness - everything that Leroy Grumman wanted. The airplane was right, but the times were not. •

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PASS II 10

--1]

An information exchange column with input from readers.

original for history's sake and we enjoy parking it in the Antique/Classic park­ ing area every year.

I guess my question is how can we convince Dad that this family member (the airplane) doesn't need aux fuel tanks, a full gyro panel and other speed or sound mods. That it is going to give us much flying enjoyment when we complete it as "stock" as it would all changed to act like something other than a Funk. I fly jets for a living and get plenty of "dials per mile." I'd like my son to grow up knowing what it's like "map in the lap." What do you think?

by Buck Hilbert (EAA 21, Ale 5) P.o. Box 424 Union, IL 60180

Hi Buck, in VINTAGE Your column AIRPLANE is great! Try this one. We have a situation that must have hap­ pened to somebody before. But first, let me warn you that this is a people rather than an airplane-only dilemma.

Remember now, Paul always says avi­ ation is more a people experience than an airplane experience.

We're coming to the final six months or so of the restoration of Dad's 1948 Funk B-85-C. It happens to be the airplane I soloed on my 16th birthday and got my private license in on my 17th. Not to mention the fact that Dad bought it from Joe and How­ ard Funk when I was only 10 months

old. The Funk brothers flew it as the last production airplane and their per­ sonal machine for 10 years. You might say that history, sentiment and emotion go deep with this family and airplane.

Now our problem, aside from the usual hard to find parts and lack of time, is that Dad wants to modify the heck out of this already fine-flying airplane. He was a Depression/Golden Age of Avi­ ation baby and went on to be an en­ gineer for 35 years. I believe the think­ ing back then was to modify airplanes to make them go faster, slower, higher, farther in more kinds of weather etc.

I should tell you, Buck, that we also own a 1953 Cessna 195B for going far and fast with friends. It is kept very

Happy landings, John Maxfield Northville, Michigan Anyone have any suggestions for fohn?

Dear Mr. Hilbert, I just read your column in the latest VINTAGE AIRPLANE about Von WilI­ er's Fleet 7 and Lorraine Kivi's Com­ mandaire. I helped build the Comman­ daires from August 1, 1928 until Oc­ tober 1929. I have on file drawings and information on these airplanes. I have helped four different people get their N number back on their planes. We are starting work on a 1!4-size Com­ mandaire radio-control model which should be flying some time next year.

Also for seven and a half years I was the instructor in charge of overhaul at Dallas Aviation School at Love Field from December 1935 to July 1943. I was one of two mechanics in the U.S. to get Reet Model 2s and 7s by the CPT secondary spin tests. A three-tum VINTAGE AIRPLANE 25

spin either way with hands-off recov­ ery in a tum and a half with no back pressure. Most of the time they would recover within three quarters of a tum .

Joe Mackey, old time race pilot , was the engineering inspector for CAA on the first ones. This could make quite a story.

Yours truly, Edgar W. Seay, Sr. Irving, Texas

Dear Buck, I read your column each month in VINTAGE AIRPLANE and must say I enjoy it very much. We are in the busi­ ness of repairing Super Cub fuselages and customers bring them in from all over the United States. Sometimes, if they are not properly padded and sec­ ured the transporting can do more dam­ age than the original accident. One of the biggest reasons for damage is that the padding has vibrated out from under the fuselage before they get very far down the road. The vibration can cause bending or chafing of the tubing causing an otherwise perfectly good tube to have to be replaced. This prob­ lem could be eliminated by gluing the padding to the trailer securely. Also,

when tying down if using a steel cable come-along, slip a hose over the steel cable to prevent it from cutting into the tube . We recommend putting bolts in wing and landing gear fittings and using ropes or truck tarp straps at­ tached to these bolts to secure fuselage to trailer. Of course all this is even more important before the trip home with the newly-repaired fuselage.

These are problems we see all the time and thought they might be worth men­ tioning.

Sincerely Jim Soares Belgrade, Montana

Dear Mr. (Edlock) Hart, This Sunday morning over coffee I was, as I am wont to do, perusing my mail ... unwanted and unsolicited ads and sales presentations, week-old newspapers and magazines when I found your article in VINTAGE AIRPLANE, "The RampTramp Champ - to Merced - and fro" (May). It is extremely unusual for me to be so taken with an article that I write to the author - in fact, this may be a first.

However, the fresh and unusual style caught my eye and the enchanting wordplay and sentence structure

THE RAMPTRAMPCHAMP

a day in the life.

by RampTrampChamp

(with help from E dlock Hart)

Bud Davis wound my wooden prop, the engine fired and I killed it. Four more times I flooded, misfired and re­ fused to start. Couldn't this lovable old guy see that lovable old me didn't want to leave? Bud had rebuilt me from a total wreck six years ago, with more TLC than I'd seen since logging my first flight in 1946. The shock of being bought and sold before the ink on my annual had dried was amplified by leaving Flabob against my will, and if you will, my religion. After all, Flabob is the sacred sanctuary for tube-and-rag airplanes like me.

Finally, filled with apprehension 26 AUGUST 1989

and 13 gallons of 80-octane, I taxied gingerly down the rutted old ramp to­ ward take-off. All I knew for sure ­ I was going to Gillespie in Sandy Ago. That's control-tower country, where spamcans, radios and acres of asphalt are called "progress." Just the thought of it made me backfire.

My new boss, Edlock Hart added to my misery by being a total enigma.

What else can you call a guy who swaps hard-earned cash for an airplane he's never flown, taxied or even heard run? He's got to be stupid, crazy or clairvoyant and I'll bet every rev on the first two. Wallowing along the ramp, the way 7-ACs wallow in the

brought smiles and chuckles enough so that I read it a second and a third time, too!

The purpose of this letter, then is to urge you to continue a series of "fa­ mous flights" articles (or something similar) to bring a note of humor to VINTAGE AIRPLANE on a regualr basis. What is so very obvious is that you have an enormous amount of ex­ perience and in-depth knowledge. This background allows you a richness and depth even in humor that cannot fail to impress and delight others in aviation - particularly antiquers. From the rich store of experience which you must posess , I, for one, would like more stories!

Rereading your article for a fourth time I am intrigued to discover more and more depth to the delightful word surprises you bring the reader. Truly, Mr. Hart, yours is a refreshing and ex­ traordinary genius and I earnestly sol­ icit future articles.

Sincerely, L. Enwild Mann Severance, New York

Okay, Mr. Mann. We agree that Ed­ lock's style is unique and his puckish word-riddles give us the chuckles also.

Here's more. - Ed. •

wind, I saw the sock aimed crossways toward Corona. Flabob's famous crosswind prevailed making either end of the runway untenable. Well past the middle, I assumed we'd aim at Mt. Ribidoux, but no! We turned off the taxiway, crossed the runway and wal­ lowed downwind in the gophur-gutted grass to the weatherbeaten fence separating Flabob from the rest of the world. With hard left brake and a blast of throttle, we pivoted into the wind.

The butterflies in my belly had calmed down a little when my front­ seat enigma used forward stick while taxiing downwind and more on the pivot. His finding and using the forgot­ ten grass strip was at least reassuring.

Seasoned taildragger pilots prefer them and tricycle types won't touch 'em.

I decided to cooperate and, with the aid of that strong wind, impress him on take-off. All 65 horses leaned into the traces and strained. We galloped forward fast and were airborne halfway to the runway. Up like smoke in a chimney, we passed through pattern al­ titude in less than a minute, turned tail

and headed for Ramona . Why Ramona I already knew . Without radio I couldn ' t legally land at Gillespie so we'd telephone the tower from Ramona to arrange for a green light to enter Gillespie's pattern . Cruising at 2, 100 rpm was easy on fuel and smooth enough , but we were wary of each other, yet. One take-off and flat flight through CA YU isn't much of an acquaintance. I noticed we held enough altitude to keep flat spots in sight all the way . I was just a little out of rig , flying right wing low without side pressure on the stick, something I hoped he knew how to fix.

Ramona arrived an hour after take­ off, verifying our vascillating airspeed, which averaged about 85 mph . The gauge , not the engine was erratic .

Landing straight into the wind offered no challenge , thank God . Worries enough filled my gizzard without one more . When we'd landed, taxied and tied down I knew this guy could land , taxi and tie down and that's about all.

Still an enigma in my book. He took an envelope from his shirt pocket and poured its contents on top of my cowl­ ing. Stick-on letters, that's what.

Looking smug , he started peeling and pasting along my cowling's hinge line.

My apprehension turned to anger as the cheap, chintzy letters spelled out, "R-A-M-P-T-R-A-M-P-C-H-A-M-P." I swear, I'd have clubbed him with my prop if he'd gotten close enough .

While he was gone to green the light at Gillespie, I seethed in self-pity . I knew my rain-stained faded gold paint inspired the name, but couldn ' t this clod tell by now that there's no better

Champ this side of a concourse queen?

Didn ' t he know that those spit and shinola jobs are good for nothing else?

Was he actually as stupid as I feared at Flabob?

Then I remembered he'd read my rain-stained logbooks (all 18 of them) and 13 form 337s, some signed by Art Scholl. So all right already, I'm old and patched and wrecked and rebuilt and on my third engine . I simmered down some , but how could he know I'd never had a roof over my head?

Logbooks don't tell. The truth dimly dawned, and THAT'S what hurt . No matter how sound and solid, stout­ hearted and all that rot , "RampTrampChamp" tells the terrible truth .

Back at Flabob I'd been too shook up to notice the featherweight fiberglas chocks he'd put under the seat. Now , phone call finished, he chocked my wheels, unchained the earth and pulled my prop through four blades . Then, switch on, throttle cracked and no prime, I fired on the first blade. No point in playing games any more. The lO-minute jaunt to Gillespie was une­ ventful , as it ought to be, but the sight of enormous runways and spamcans galore was intimidating. The only grass I saw separated two parallel run­ ways , and God help you if the tower ever sees you use it. Another monster runway crossed the others, lined with hangars from here to lunch.

Another smooth landing meant only one thing: under ideal conditions with miles of runway I might not get bent.

Taxiing between rows of tiedowns, four deep, only made me homesick,

and a new note gigged my gizzard. I'd probably own the only armstrong star­ ter on the airport. Not another ragwing in sight unsettled me, too. I worried why we went past ALL the tiedowns, leaving the empty ones empty. Every butterfly in my belly flapped full-bore as we snaked between buildings and hangars until we ran out of airport . At the very last hangar, Edlock cut my switch and pivoted 90 degrees.

In flat-footed amazement I watched him open the doors wide to clear my 35-foot wingspan. Before I could see much inside, he wheeled out a beauti­ ful steerable cart like nothing I'd ever seen . My tail was picked up and posi­ tioned so my tailwheel slid into a slot at level-flight height. Without a word I was towed inside so smooth and easy I wasn't sure any of this was real.

The hangar was neat, clean, sheet­ rocked and painted, had overhead lights , benches and that's all I could absorb at once.

After checking my oil, both crank­ case and my belly, and finding full in one and none on the other, he smiled, patted my prop, closed the doors and left. Surrounded by sudden silence, aloneness and darkness, my thoughts were a maze of amazement. Mixed emotions tumbled end-over-end until I couldn't tell happy from sad. Why would a guy bring a 7-AC to a place like this? And his buy-before-fly routine was weird. Could I learn to LIKE living in a steel cocoon? Too tired to grapple any more, I let go and sank to sleep, knowing only one thing: My next few days were bound to be bewildering. • VINTAGE AIRPLANE 27

IIA PAIR OF PARASOLS II

Kermit Weeks acquires two between-the-wars

French monoplanes.

Qy' Norm Petersen

Morane Saulnier MS 230.

Dewoltlne 0 -26.

28 AUGUST 1989

ThroUghout the history of aviation, various planfonns of aircraft have been employed by the aircraft designers.

Perhaps the biplane or even the triplane is the easiest to identify . In like man足 ner, perhaps the Rutan-designed canard types are considered the very latest design. However, the beauty and grace of the high-wing parasol has been a favorite of pilots for many years.

In the warm, sunny climes of Miami , Florida, the Weeks Air Museum, owned by Kennit Weeks (EAA 52310), sports two rare parasols that are worthy of mention . These are the Dewoitine D-26 and the Morane足 Saulnier MS 230. Infonnation and photos on these two parasols was col足 lected by Kent McMakin (EAA 74379, Ale 708) and forwarded to EAA . For this we are indebted to Kent, who is one of Kennit Weeks' chief mechanics and a master restorer in his own right.

Although most EAA folks associate

the Weeks Air Museum with warbirds of the World War II era, they do, in fact, maintain quite a collection of World War I aircraft, both original and replica, along with a few of the scarcer between-the-wars types. Two of the latter are the MS 230 and the 0-26.

The Morane 230 was built in 1931 in France as an elementary trainer for the French military. A very rugged machine , it is powered with a 250-hp, nine-cylinder, Salmson 9Ab radial en­ gine which is equipped with an air star­ ter. It is considerd a rare type as only a handful exist of the over 1,000 exam­ ples built during the 1930s along with a small number produced after World War II. The famous French aerobatic and race pilot , Michel Oetroyat, used an MS 230 to perform the first "outside loop" in France . In 1931, the first French military formation aerobatic team, the "Patrouille d'Etampes", made its debut flying three Morane 230s .

This particular aircraft was used as a back-up machine as the "latest Ger­ man fighter" in the movie "The Blue Max" starring George Peppard . It is now painted in the French Navy colors of an aircraft as used in the Mediterra­ nean area.

Purchased by Kermit Weeks from Stephen Grey in England, the Morane was restored by Personal Plane Ser­ vices , High Wycombe , England .

With its wide landing gear and rather heavy tail weight, the MS 230 displays good flying and landing characteris­ tics, the final flare to land being quite permanent with absolutely no bounce.

The nine-cylinder engine is quite smooth and powerful, in spite of turn­ ing the "wrong way" for an American.

The only tricky part of flying the air­ craft is learning to interpret the French instruments - especially if you don't happen to read French!

Dewoitine D-26 In 1927, well-known French aircraft designer, Emile Oewoitine, was forced to close his factory in France, due to lack of orders . He moved to Switzer­ land and continued designing. Based on previous experience, he came up with an interesting fighter, the 0-27.

It was powered by a 12-cylinder, 500­ hp, Hispano-Suiza engine and armed with a single machine gun firing through the propeller disc.

A trainer version of the higher pow­

ered 0-27 (designated the 0-26) was then developed combining the 0-27 airframe with a license-built Wright 9Qa (R-975) of 300 hp . Other than en­ gines (and armament), both aircraft were identical. The 0-26 saw service with the Swiss Air Force from 1931 to 1948 when the 0-26s were relegated to the Swiss glider clubs for use as towplanes .

This 0-26 was imported to the U.S . from England several years ago and was acquired by Kermit Weeks in 1987. It is a rare aircraft in that only two other 0-26s and one 0-27 are known to exist, all in Switzerland.

While being restored in England, the authenticity was reduced in that the

Wright 9Qa engine was replaced with a 300-hp Jacobs engine swinging a Hamilton-Standard 2B20 propeller and enclosed in a former Cessna T-50 "Bamboo Bomber" cowling . In addi­ tion to very marginal brakes operated by a "Johnson Bar" (just when you need brakes, you need a third hand!), the throttle operates backwards - you pull back to increase power! Perhaps this helps to explain why the previous owner flopped the 0-26 on its back while landing .

It is hoped that one day, an original Hispano-Suiza V-12 engine can be in­ stalled with all appopriate parts and fit­ tings to convert the 0-26 to a full­ fledged 0-27 fighter. Time will tell! • VINTAGE AIRPLANE 29

C-AY"ER CHRONICLES

by Bob Lumley

Reading through the several issues of our chapters' newsletters, I have been impressed with the variety of avi­ ation subjects covered. On this occa­ sion, I would like to highlight some activities of our Chapter 10 of Tulsa, Oklahoma.

Through their newsletter, edited by Charlie Harris, Chapter 10 is calling for support of the Buffer Amendment to 88-2. The chapter has encouraged members to personally write to their Congressmen, and to do anything to bring to light the folly of the Veil Rule of 88-2 and the zero tolerance conduct of the FAA rule enforcement program .

In addition to these urging parag­ raphs are accounts of involvement in local aviation community activities .

Besides chapter news and announce­ ments, the articles promote participa­ tion in nearby fly-ins. The activities of all EAA and other aviation organiza­ tions also get publicized.

Each month the newsletter goes out not only to chapter members, but also to guests at past meetings and to the local news media. This serves as a great communication tool as well as an effective recruiting device. What re­ sults is a public awareness of private and sport aviation as well as a positive local interest in community airports.

Chapter lO's involvement with avia­ tion began in 1979 when the group was formed. Back then there were George Goodhead, Sam Hockett, Charlie Har­ ris, Calvin Bass and Hurley Boehler 30 AUGUST 1989

who started the whole thing . Currently 30-40 attend meetings with people drawn from EAA Chapter 10 and EAA lAC Chapter 10. No doubt, a lucky 10 here!

Sponsorship of the annual Tulsa Fly­ In/Drive In at Tahlequah, Oklahoma is one of the chapter's major activities.

The 32nd annual one scheduled for September 23-24 is one of the oldest annual fly-ins in the country. Members also provide major support for the Na­ tional Biplane Association Exposition in Bartlesville . After all, two of its members, Mary Jones and Charlie Harris co-founded the ABA in 1986.

Charlie credits much of the success of their fly-ins to the openness with which they are conducted and to the hospitality extended to the public . For instance several days before a Tulsa fly-in, a "pre-event" is staged at the airport with invitations describing the event sent to area news media.

Through this coverage the public is in­ vited to the fly-in which is treated as

an open event. Since many antique and classic aircraft enthusiasts attend these fly-ins, a special effort is placed on getting antique car buffs to come .

Chapter 10 members are equally ac­ tive in aircraft restoration . Barney Peterson is building a replica Fokker DVII, a project he painstakingly re­ searched as far away as Belgium as well as the Smithsonian National Air and Space Museum . As of May it was approximately 60-to-70 per cent com­ pleted . Bob Rogan just completed a beautiful restoration of a Spartan 7W Executive . Bob's aircraft experience goes back to 1936 when he first went to work for Spartan where he built Executives from 1937 to 1941.

When was the last time you saw a Rose Parakeet? Well , David Lamb started one from a basket case, "The Irish Rose ," and is well along toward completion of two new 0-200-powered Rose Parakeets. Another member, Bob Ware has 80 percent done on a total rebuild of a Swift involving complete reskinning with flush riveting, a heavy reworking of wings and interior. Look behind you Roy LoPresti!

Other aircraft owned by Chapter 10 members range from a J-3 to a 1925 Bird Biplane. Typical work done by its members is shown by the Culver Cadet on the cover of the July, 1987 issue of VINTAGE AIRPLANE. No matter what your chapter's size, a newsletter, long or short, is one of the best ways to pat your members on the back.

EM AlC Chapter 10 members (I to r) Jerry Springer, John Hudec and David Lamb working on the wing of a rare Rose Para­ keet.

Bamey Peterson standing in front of his shop with his Fokker DViI replica, sched­ uled to be finished early in 1991.

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The Golden Age of Air Racing-Pre-1940

Vol. 1 Vol. 2

(No.21-14452) •• (No. 21-1445 1) . .

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Wittman, Chester; Howard-immortalized as the world's premier race pilots during the 19305. It's all here! Relive these great events as they unfold in this incredible 6QO-page, two-volume series. Included are official race results 1927 through 1939-more than 1000 photos and 3-view draw­ ings that recapture the drama, excitement and glory of air racing during the golden years. Never before such complete, in-depth coverage. Printed on high-grade paper for sharp, clear photo reproductions. Major credit cards accepted-write or call

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(WI residents call 414-426-4800) VINTAGE AIRPLANE 31

WANTED: Wanted : Cali air A2, A3 or A4 basket case or flying.

Harold Buck, Box 868, Columbus, Georgia 31902 , 404/322-1314. (7-2) Wanted - Curtiss 0-12 - Conqueror or other simi­ lar engines of interest. Contact Ken in Seattle at 206/329-5041 , or write 1001 Broadway, No. 318, Seattle, WA 98122. (8-2)

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Antique AlC Model Plans: "Meticulous Delinea­ tions" by Vern Clements (EM 9297) , 308 Palo Alto, Caldwell, 10 83605. Catalog $3.00, refunda­ ble. (10-3)

Wanted - Packard Aircraft Engine - Either 1500 or 2500 CI series. Also, Zenith carbs from 1915­ 1925. Ken , 206/329-5041 . (8-2) Wanted - WACO UPF-7 - flyable or restorable or basketcase or UPF-7 parts. Tom Hurley, 8981 79 Ave. North, Seminole, Florida 34647, 813/393­ 6266 nites. (9-3) We are rebuilding a Stinson SM1-B. This is the six-place Detroiter 1928 monoplane. Interested in major components, small parts and 32 x 6 wheels.

Appreciate any leads. Donald Fyock, R. D. 2, Air­ port Road, Johnstown, PA 15904, phone 814/536­ 0091 evenings. (10-3)

(2) c-3 Aeronca Razorbacks, 1931 and 1934. Pack­ age includes extra engine and spares. Fuselage, wing spars and extra props. Museum quality! $30,000 firm! Hisso 180-hp Model "E". 0 SMOH with prop and hub and stacks. Best offer over $10,000. 1936 Porterfield 35-70, the lowest time Antique ever! . - - - - - - - - -_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _..J Less than 200 hrs. ITA & E. 20 hours on engine. $12,500. No tire kickers, collect calls or pen pals, please! E.E. "Buck" Hilbert, P.O. Box 424, Union, Illinois 60180-0424.

Piper PA22-108 Colt - 1962 remanufactured 1988/basic airplanel ALPHA 200. Asking $10,0001 will consider "project" in trade. POB 2431, Osh­ kosh, WI 54903-2431. (8-3)

1941 Culver LFA Cadet - Beautiful restoration, hangared, IT 1800, ITSMOH 118. $13,500.00.

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PrIce $35.00 Plus $2.00 handling and Shipping Calif. residents add 6% sales tax

MISCELLANEOUS: Super Cub PA18 fuselages repaired or rebuilt - in preCision master fixtures. All makes of tube assemblies or fuselages repaired or fabricated new. J. E. Soares Inc., 7093 Dry Creek Road, Bel­ grade, Montana 59714, 406/388-6069, Repair Sta­ tion 065-21. (c/12-89)

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VINTAGE AIRPLANE 33

by George Hardie Jr.

T

his month's Mystery Plane appears to be a powered glider, as basic an i airplane design one could ask for. The photo is from the EAA archives, date and location unknown . Answers will be published in the November, 1989 issue of VINTAGE AIRPLANE. Deadline for that issue is September 10, 1989.

The Mystery Plane for May brought some interesting responses . Bill Mad­ den of White Sands Missile Range, New Mexico writes: "The information I have indicates that the plane is a Great Lakes 4T-l .

Your photo is from factory archives and was taken at the Cleveland Aero­ nautical Exposition . Another photo of the same display shows the number 852 on the wing and the aircraft sur­ rounded by no less than four small-tail Great Lakes 2T-ls or lAs . The upper right comer of this second photo has a date that appears to be 4-25-29 . Power is given as two 115-hp Cirrus Hermes engines which were supposedly later replaced by two 300-hp Wright J-6s.

"Depending upon how one de­ ciphers the notes I have , there is an indication that there might have been three of these built . Will be interested to learn if anyone confirms this. Since the ship doesn ' t appear in Juptner' s books, I assume it was never type cer­ tificated. "

Dick Gates of Sheboygan, Wi scon­ sin had a personal experience: "The airplane is a Great Lakes and it is posed at the Cleveland Public Au­ ditorium , as I recall . It was an aviation show held at the same time as the 1929 Air Races . As I recall, it was designed

by James S. McDonnell , who in spite of his good formal background, was not too "swift" as a designer. How­ ever, it must be said he was a good promoter and businessman in later life ."

Bill Ewerts of Sonoma, California, adds: "Being an owner and collector of Great Lakes aircraft, I recognized your entry as the brief and unsuccessful Great Lakes twin amphibian. I have several Great Lakes factory photos in­ cluding the one you printed. It was dis-

played along with three model 2T-IAs (one was hanging) at what must have been an aviation show."

Bob Mosher of Royal Oak, Michi­ gan comments: "I have a print of the same photo which I acquired from Don Wigton .

The plane was powered with Cirrus en­ gines, later with Wright J-6-7 Whirlwinds. As far as I know, the plane never flew . Don said a Mr. Meyers told him ' It couldn't taxi , let along fly' . It certainly looks capable of flight , though ."

Other answers were received from John C. Nordt , III, M .D. of South Miami, Florida; Charley Hayes of Park Forest, Illinois; Herbert G . deBruyn of Bellevue, Washington; and H. Glenn Buffington of EI Dorado, Arkansas .•

Great Lakes

4T·1 VINTAGE AIRPLANE 35