VA-Vol-20-No-8-Aug-1992

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EDITORIAL STAFF

August 1992

Vol. 20, No.8

CONTENTS 1 Straight & Level/Espie "Butch " Joyce 2 AeroMail 3 AlC News!compiled by H .G. Frautschy 5 Luscombe Sedan - U nusual Landings/ A ndy Brenn an 6 Vintage Literature/D ennis Parks 9 The First Night Solo/Richard Stevens 10 Sun 'n Fun Best 120/140/

Lee A lexander

12 G ordy Lofschult's PA -12 Super

EAA ANTIQUE/ CLASSIC DIVISION, INC,

OFFICERS

Cruise r/Norm Pe tersen

President Espie 'Butch' Joyce 604 Highway St. Madison. NC 27025 919/ 427-0216

Vice·President Arthur Morgan 3744 North 51st Blvd.

Milwaukee. WI 53216 414/442-3631

Page 16

Secretary Steven C. Nesse 2009 Highland Ave. Albert Lea. MN WYJ7 507/373-1674

Treasurer

E.E. 'Buck' Hilbert

P.O. Box 424

Union.IL 60180

815/923-4591

Page 22

John Berndt 7645 Echo Point Rd. Cannon Falls. MN 55009

507/263-2414 Gene Chase 2159 Carlton Rd. Oshkosh. WI 54904 414/231 -5002 Phil Coulson 28415 Springbrook Dr. Lawton . M149065 616/624-6490 Chartes Harris 3933 South Peoria P.O. Box 904038 Tulsa. OK 74105 919/742·7311 Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293·4430 Robert Uckteig 1708 Boy Oaks r.

Albert Lea. MN WYJ7 507/373·2922 Gene Morris 11SC Steve Court. R.R. 2 Roanoke. TX 76262 817/491-9110

16 Richard H oyle 's Luscombe SA/ H .G. Frautschy

20 Vintage Seaplanes/Norm Pe tersen

Publisher Tom Poberezny Vice-President,

Marketing and Communications

Dick Matt

Editor-in-Chief

Jack Cox

Editor

Henry G. Frautschy

Managing Editor

Golda Cox

Art Director

Mike Drucks

Computer Graphic Specialist

Olivia l. Phillip

ASSistant Computer Graphic Specialist

Sara Hansen

Advertising

Mary Jones

ASSOCiate Editor

Norm Petersen

Feature Writers

George Hardie. Jr. Dennis Parks

Staff Photographers

Jim Koepnick Mike Stein eke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle Wiske

22 6th A nnual Aeronca Convention/ H. G. Frautschy

DIRECTORS

25 Pass It To Buck/E.E. "Buck" H il be rt 26 Mystery Plane/George H ardie 27 Calendar 28 Welcome New Members 31 Vintage Trader

FRONT COVER ... This Luscombe SA is a recent restoration by Richard Hoyle. Vincent. AL. Richard had the great looking two-placer at EAA Sun 'n Fun '92. Photo by Jim Koepn ick . shot with a Canon EOS-1 t?,;~;::::'==3 equipped with an SO-200mm lens. 1/ 500 @ f5.6 o n Kodachrome 64.

Photo plane flown by Bruce Moore.

BACK COVER . . Densel Wililiams and his friend Wilbur Hostetler fly his delux model of the Aeronca 11CC Super Chief. powered by a Continental CS5-S. Densel finished his restoration just in time to bring it to the 6th Annual Aeronca Convention. Photo by H.G. Frautschy. shot with a Canon EOS-lOs equipped with an 7Q-21Omm lens. 1/250 @ f5.6 on Kodachrome 64. Aeronca Chief photo plane flown by Ray Johnson .

Copyright © 1992 by the EAA Antique/Classic Division Inc. All rights reserved.

VINTAGE AtRPLANE (ISSN 0091·6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EAA Avialion Center, 3000 Poberezny Rd.• P.O. Box 3086, Oshkosh, Wisconsin 54903·3086.

Second Class Poslage paid at Oshkosh, Wisconsin 54901 and al addilional mailing offices. The membership rate lor EAA Antique/Classic Division, Inc. is $20.00 for current EAA members lor 12 monlh period 01 which $12.00 is for the publication 01 VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivery of VINTAGE AIRPLANE to loreign and APO addresses via surtace mail.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered Ihrough the advertising. We invite constructive crilicism and welcome any report 01 inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORIAL POLICY: Readers are encouraged to submit slories and photographs. Policy opinions expressed in articles are solely Ihose of the authors. Responsibility for accuracy in reporting resls entirety wilh Ihe contributor. No renumeration is made.

Malerial should be sent 10: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-30B6. Phone 41 41426-4800.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® regislered trademarks. THE EAA SKY SHOPPE and logos 01 the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks 01 the above associations and their use by any person olher than the above association is strictly prohibited.

Robert C. ' Bob' Brauer

9345 S. Hoyne

Chica~o . IL

312/77 -2105 John S. Copeland 28·3 Williamsbur8 Ct. Shrewsbury. MA 1545 508/842·7867 George Daubner

2448 Lough Lane

Hartford. WI 53027

414/673-5885

Stan Gomoll 1042 90th Lane. NE Minneapol~. MN 55434 612/784-1172 Jeannie Hill

P.O. Box 328

Harvord. IL 60033

815/943-7205 Robert D. ' Bob' Lumley 1265 South 124th SI. Brookfield. WI 53005 414/782-2633 George York

181 Sloboda Av.

Mansfiefd. OH 44906

419/529·4378

S.H. ' Wes' Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545

DIRECTOR EMERITUS S.J. Willman

7200 S.E. 85th Lane

Ocala. FL 32672

904/245-7768

ADVISORS

Jimmy Rollison

823 Carrion Circle

Winters. CA 95694-1665

916/795-4334

Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833- 1291

Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724

STRAIGHT & LEVEL

by Espie "Butch Joyce II

While many of you are receiving this issue of VINTAGE AIRPLANE, the EAA Oshkosh Convention will be underway.

An amazing thing happens during the con­ vention - in addition to all the tasks your division officers, board of directors and advisors perform for the division during the entire year, they each pick up one more function . As the EAA Convention gets underway, they take on a dual role, work­ ing as Convention Chairmen. Separate from the duties performed during the rest of the year, these responsibilities are as­ sumed by these people to help make your convention run smoothly. For example: my duties at the Convention reside in the Antique/Classic area Convention management. That encompasses the oversight of all the other Chairmen in the Antique/Classic area. Being president of the division does not automatically make this my responsibility, but it has been as­ sumed by the president.

Your officers and directors put in quite a bit of time before and after the conven­ tion to make the Antique/Classic area run smoothly. All of this volunteer work is done by these people at their own expense.

For example, I have spent approximately 35 days in Oshkosh during the past year, and my effort is a reflection of the time dedicated by other officers and directors ­ in fact, a number of the volunteers are able to spend even more time preparing for the Convention at Oshkosh, simply due to the fact that they have the desire to help, and they live reasonably close to Oshkosh and can travel to there for a weekend of work.

We all have them to thank for all the outstanding work they accomplish.

It's hard to believe the amount of traffic that is handled during the convention. Art Morgan, the Parking Committee chair­ man, along with his able-bodied group, park approximately 140 antiques, 900 classics and 700 Contemporary aircraft that we estimate will show up this year.

They also have the added responsibility for parking the aircraft in the showplane camping area, encompassing both the An­ tique/Classic division and homebuilts.

We also recognize special aircraft in our area each year. Quite a few of these aircraft move in and out of the site each day to participate in many of the flying activities that take place, including the daily flight showcase and the annual fly­ out to Shawano.

Dale Gustafson, the chief judge for the Antique category, really has had his hands full as the quality of antiques has been increasing each year. Last year, there were several aircraft in the running for the Grand Champion award. They were very well done restorations.

George York heads up the Classic judg­ ing, and he has his hands full as well, as the quality of the restorations we have seen on the classics is getting better each year. Dean Richardson will be busy this year coordinating the rules set up for the new Contemporary category.

During the Convention, it is the goal of the Antique/Classic division to make it as pleasant as possible for all the members and the people when they visit the Anti­ que/Classic area, by providing a number of services. If someone has a problem and needs some help, they can check by the Antique/Classic Headquarters and see if we can be of any assistance. This year, we also have instigated a Directors Booth in­ side the headquarters where there will be a Director, Officer or Advisor available to talk to the membership about any problems or any concems they may have.

They will be there from 9:00am until 3:00pm, each day of the Convention.

Another service for the membership is headed by the husband and wife team of Julie and Joe Dickey. They spend a large portion of their Convention time setting up an managing the Type Club Tent. Set up free of charge to the organizations, this service allows members who are inter­ ested in a particular type of airplane to meet and talk with organizations who share their interest.

Another service is extended to each

member who flies a showplane into the Convention. When they register their aircraft, they receive a Participant plaque, complete with a photo of their airplane and the year they flew into EAA OSH­ KOSH. This particular idea was the result of a brainstorm by Director and fonner A/C president Bob Lickteig. During the year, he has these plaques prepared and makes all of the arrangements.

Each morning of the Convention, the Antique/Classic division provides a tram that will depart the headquarters building and tour up and down the rows of aircraft with an individual describing the aircraft and another knowledgeable person to answer any questions the riders may have.

This is a great way to view the aircraft, and become better informed. Use the tour tram as a way to get an overview of the entire area, and then, if you have a par­ ticular area of interest, you can walk back and view those aircraft in more detail. I might add that there will be no boarding or disembarking this particular tram while the tour is in progress. We also have purchased two trams that are being used to transport people from the south end of our area back up to the north end. As the Convention has grown and expanded our area to the south, we felt that this tram was necessary for those who could not comfor­ tably walk the distance. This is also provided free of charge to the membership and individuals.

Be sure to visit our headquarters build­ ing as we have quite a bit of Antique/Clas­ sic merchandise that you can purchase and enjoy all year long. Another very popular feature of our Red Bam A/C Headquarters building has been the porch added a num­ ber of years ago. It has become a favorite spot for the membership to relax.

There are so many things I could write about that happen during the convention I could go on and on, but I just wanted to cover a few of the highlights to give you an idea of the magnitude of volunteer work that goes into each convention by your Antique/Classic Directors, Officers, Advisors and an absolute anny of other volunteers. I'd also like to take a moment and ask that everyone be careful flying into and out of the Convention - we want to enjoy your friendship again next year!

Let's all pull together in the same direc­ tion for the good of all aviation. Ask a friend to join us. We are all better together.

Join us and have it all! . .

VINTAGE AIRPLANE 1

MAIL

GETIING KIDS MOTIVATED Dear Buck: Just read your column in the May 1992 issue of "VINTAGE AIR­ PLANE". Hurray for you, it's high time we get folks' heads out of the sand as regards kids. Our EAA Chapter is finally waking up to this fact. Maybe it's time has come, eh?

If you ever get to shake the fellow's hand, do it for all of us. Super. I'm going to photo copy your column and have it at our next chapter meeting.

Best regards, Cliff Tomas Madison, WI

TEDWELD­ AT FOUR SCORE AND TEN!

by Norm Petersen An interesting article entitled, "A Visit With Ted Weld, former vice­ president of Piper Aircraft", was pub­ lished in the June/July 1992 issue of the L-4 Grasshopper Wing Newslet­ ter (Editor: John Stahly; publisher: John Bergeson). Excerpts from the article are as follows: Ted graduated from a New York High School and later sold radios.

While opening a store in Bradford, P A, Ted took flying lessons and soloed in the Taylor Brothers "Chummy" that he bought. Mr. Piper then asked Ted to be a company salesman. One of the first Cubs Ted sold went to Santo, Brazil where it was traded for coffee.

In 1939, Piper Cubs were assem­ bled in the Copenhagen, Denmark plant with (the firm of) Bohnstedt­ Petersen in charge. Ted traveled by ship and taxi to settle questions about a contract at the Denmark plant.

Later, a pilot flew him to Berlin (Ger­ many) and kept his camera while Ted traveled in a new Mercedes. Ted No­ ticed field after field of German war­ 2 AUGUST 1992

planes and even talked to the pilot who taught Herman Goering to fly.

The Cubs were shipped with no fabric applied and tires and wheels packaged separately to avoid the ex­ tra duty costs. In the early days, props were $28 (in carload lots) and fish eye Carwell compasses were $20 each.

Ted found out the hard way that the sale price of the Cub did not include the compass, as he let a Cub go with one and had to make up the $20 dif­ ference.

Ted resigned from Piper as Vice President when Mr. Shriver was re­ ducing the staff to save the Piper Company. He then cast his lot with Equitable Life Insurance Company, where he was a District Manager.

(Ted is still active in the insurance business to this day!)

An active 90 years young, Ted lives with his lovely wife, Bonnie, in Sara­ sota, FL. Both are accomplished mu­ sicians, playing the violin in the West Coast Symphony orchestra and both are well known photographers in the Sarasota area.

Having toured the very building in 1977 in which Piper Cubs were as­ sembled in Gentofte, a suburb on the north side of Copenhagen, I was es­ pecially interested in Ted Weld's ac­ tivities in 1939. In addition, I have been a member of the Danish An­ tique Airplane Club called "KZ & Veteranfly Klubben" for seven years.

This organization has published nu­ merous photos from the Piper Cub assembly line during the 1938-1939 time frame. (Denmark was occupied by the German Army in April of 1940 and aviation activity came to a screeching halt!)

On June 3, 1992, I wrote to Ted Weld regarding his 1939 travels for the Piper Aircraft Company and the reason for my interest. I enclosed a copy of the 1939 "Janes, All The World's Aircraft" listing the officers of Piper Aircraft Corporation: Presi­ dent: W. T. Piper, Vice-President: T. V. Weld and Chief Engineer: Walter Jamouneau

The following letter was received from Ted Weld in answer to my inquiry: Dear Norman, I am very pleased to have your letter.

I appreciated the CUB picture and write up. I was unaware of the Janes write up.

Yes, I remember my visit to Mr. Bohnstedt-Petersen and visiting the as­ sembly plant. The trip was a visit to see if all was well. We originally shipped two fuselages in one crate, then later, four. All the other parts could be placed within the fuselages. I recall that we had to leave the tires off the wheels be­ cause wheels with tires mounted re­ quired a higher duty. The freight charge was for cubic feet of crate.

While there, Mr. Bohnstedt-Petersen had his son drive me over to a Castle near the Swedish border. I have won­ dered if it is the son who now operates the business, especially the Mercedes­ Benz dealership.

I remember we went to Sweden and I spoke to the Flying Club. I was sur­ prised they seemed to understand Eng­ lish as I don't speak their language.

Mr. Petersen was a most gracious host and had his Vice Pres. Mr. Erlich­ man (?) fly (us) to Berlin where we were met with a Mercedes and driven around to Potsdam, etc. I remember seeing many planes at the airports we flew over. I had to give my camera to the Pilot until we reached Berlin. As I recall, I believe the War broke out just as my ship reached N. Y. I was interested in your flying activi­ ties, especially to know you own a float job. We used floats on occasion at the factory. (We) often took off from the river and landed on the grass at the air­ port. Then with a wheeled platform, you could fly from the airport and land on the water.

Sorry to be so long answering your letter, but was out of town most of June.

After Piper, I went into Life Insurance where I still operate as a retired agent.

Sincerely, Ted Weld ...

compiled by H.G. Frautschy

MA·3 and ·4 CARB PROPOSED AD As published in the Federal Register dated June 2, 1992, the FAA has issued an Notice of proposed rulemaking (NPRM) applicable to the Precision Airmotive (formerly the Facet Aero­ space Products and Marvel-Schebler) carburetor models MA-3A , MA-3PA, MA-3SPA and MA-4SPA. The pro­ posed AD would require the removal of the two-piece venturi assembly from the affected carburetors and replacing it with a one piece venturi. The FAA has rec eived reports of 9 accidents , 5 incidents and 26 service difficulty reports involving loose or missing components of two-piece venturis on the carbs. The two-piece units have been known to be damaged during an engine intake stack fire , or an engine backfire. The damaged components can disrupt airflow through the carb,and possibly coming loose from the throttle body.

They can then be drawn "upstream" into the throttle bore/mixing chamber or nozzle outlet, lodge against the throttle valve, or become inserted into the engine intake manifold/cylinder as­ sembly. The failure of these components could cause an engine power loss or engine failure. The replacement of the two-piece venturi with a single piece unit is currently addressed by Precision Airmotive Corp. Service Bulletin No. MSA-2, Rev. 1, dated Nov. 11, 1991.

The AD would require the following: a) At the next removal of the carburetor for overhaul or repair, but not later than 48 months after the effective date of the AD, whichever occurs first , inspect the carburetor to determine if a two piece venturi is installed. Carburetors with the letter " V" stamped or etched on the lower portion of the data plate, or with a black Precision Airmotive data plate, already contain the one-piece venturi and are

not affected by the AD. The proposed AD goes on to relate the rest of the details to comply with the AD . As you can see, the FAA is planning on giving a 4 year window for compliance. The FAA estimates the cost for parts to comply with the AD is $325.00, but a review of the ads in the current Trade-A-Plane re­ vealed the parts could be had for approximately $125.00. It is estima­ ted that 100,000 MA-3 and MA-4 carburetors would be affected by this proposed AD , since the majority of these carbs were installed on Continental A-65 , A-75 , C-75, C-85, C-90, C-115 , C-125, C-145 and 0-200 and 0-300 engines , as well as Lycoming 0-235 , 0-290 and 0-320 engines. Comments regarding the proposed AD, submitted in triplicate, must be received by August 31 ,1992.

Send them to: FAA New England Region, Office of the Assistant Chief

HUGHES UK·1 ON THE MOVE The mammoth Hughes HK-1 flying boat wiJl be moved from its location in Long Beach harbor, after being released by the Disney corporation. Del Smith, the owner of Evergreen International, the McMinnville, OR based cargo and charter airline, has leased the eight-engined airplane from the Aero Club of Southern California, after Disney had made it clear that the flying boat was no longer part of its plans for development of the Long Beach, CA site that the airplane has been resting on since 1982. Plans are being made to start dismantling the leviathan of the air on September 20th, in preparation for a barge trip up the Pacific coast to the Portland area. At press time, the plans regarding storage of the rather large fuselage and wing (the fuselage alone is almost 219 feet long, and 79 feet tall, with the wing a whopping 320 feet long!) were not yet firm. The Hughes flying boat will be the centerpiece of an aviation education museum to be built in that area. We'll keep you posted on any further developments.

VINTAGE AIRPLANE 3

THE WRIGHT PLACE

During the return trip from the Aeronca Convention, I was intrigued by a road sign pointing the way to a "Wilbur Wright Memorial". As I got nearer, a little bell went off in my head that said something about this town sounded familiar, and indeed, when I passed south of the town of Mooreland, I came upon the small farm just east of Millville, IN that was owned by bishop Milton Wright, and was the place where his wife Susan bore him a son named Wilbur. The farm was purchased by the bishop in 1864 for the sum of $550, with an additional $200 to be paid within two years, as detailed in the terrific book, "The Bishops Boys", written by Tom Crouch. For a time, the family did not live on the farm, but after the end of the Civil War, the family moved there, where they resided until 1868. The farmhouse still stands, with a covered picnic area and small parking area just to the south. A battered F-86 sits atop three short pillars, placed there in the mid-70's as a tribute to one of the world's aviation pioneers. The home has in the past been open, and has been overseen by a local historical society. Well off the beaten path, the farmhouse and the surrounding area show some signs of neglect, no doubt due to the limited resources available to a small, rural historical society. I understand that a different historical society has taken over administration of the site, so perhaps the area will be better taken care of in the future. If you care to visit, the Wilbur Wright state historical site is located 8 miles east of New Castle, IN, just north of state route 38. Well marked signs will direct you to the Wright farmhouse, and the odds are very good that you will be the only visitor there - probably the loudest sound you will hear is the trilling of the red-winged blackbirds.

Counsel, Attn: Rules Docket No. 92­ ANE-07, 12 New England Executive Park, Burlington, MA 01803-5299.

AIR-DRIVEN POWER Just as this issue was going to press, we received a letter from Ron Cox, whose company, Basic Aircraft Pro­ ducts, Evans, GA, manufactures the air­ driven alternator mentioned in the article on Richard Hoyle's Luscombe 8A, starting on page 16. Ron wanted us to pass along that he has now received STC approval for the Piper J-3, Aeronca 7 and 11 series, and Taylorcraft BC-12D, in addition to the Luscombe 8. You can reach Basic Aircraft at the address listed in the ad on page 32.

WRONG PROP Jim Gorman was kind enough to point out a typographical error in the story on Mike Araldi's Lockheed 12A restoration in the May, 1992 issue of VINTAGE AIRPLANE. The Ham­ ilton-Standard prop used on the P&W R-985 is the 2D-30, not the 2B-30.

Thanks for keeping us honest, Jim! 4 AUGUST 1992

MONOCOUPE HEAVEN No, it's not a place where old Mono­ coupes retire after having led an exciting life - it's Creve Coeur airport during the weekend of September 24-27, 1992. If you are a Monocoupe fan, this promises to be one of the highlights of the decade.

Over twenty Monocoupes have com­ mitted to being there (in-cluding the 10 Monocoupes belonging to the "Creve Coeur Gang"), as well as many members of the Monocoupe community who help keep the fast little two-placers still active in the skies. Make your plans to attend the Mono-coupe Club Reunion and Fly­ In, September 24 - 27, 1992, at Creve Coeur airport (just west of St. Louis, MO). Activities will include flying, filming, restoration and maintenance round tables. Hotel discoun ts are available. Camping, breakfast and lunch on the field, and a "Golden Age" dinner Saturday night. For more information, call or write Bob Coolbaugh, 6154 River Forest Drive, Manassas, VA 22111. If you wish to phone, leave a name and address for an information and sign-up kit - 703/590-2375.

DON LUSCOMBE AVIATION mSTORY FOUNDATION Member Doug Combs has advised us of the formation of the Don Luscombe Aviation History Foundation by a group of enthusiasts, intended to preserve Don Luscombe's many significant con­ tributions to aviation development, from the Monocoupe to the Model 8 Silva ire and Sprite. They hope to establish educational programs and add to the work being done by the Luscombe Association and Continental Luscombe Association. They are also planning on developing a comprehensive maintenance guide for the Model 8, and eventually member training and insurance programs.

In an effort to preserve the valuable data the Model 8 type certificate represents, the Foundation also hopes to acquire the FAA Type Certificate, and hopes to stimulate the production of parts for the aircraft. If you would like more in­ formation on the Don Luscombe A via­ tion History Foundation, you can write them at P.O. Box 63581, Phoenix , AZ 85082-3581, or phone 602/540-7848 or 1­ 800-678-9900, tone extension 4522.

*'

Luscombe Sedan ..

Unusual Landings

------------byAndy Brennan------------­ Editors note: While this article deals with a C. G. puzzle on a fairly rare air­ plane, the problems that this airplane ex­ hibited can be seen on any other airplane if it is improperly loaded. If your air­ plane shows some of the tendencies that this Luscombe Sedan had, you and your mechanic may wish to carefully follow the procedures Andy used to get his air­ plane in compliance with the aircraft specifications. Make sure any changes you make to the aircraft configuration are documented in accordance with the FARs, and are done with your me­ chanic's concurrence. - HGF This rare bird is a wonderful airplane, but has a reputation of unusual land­ ings. The trouble reported is that this conventional geared, tailwheel airplane cannot be three-pointed . When at­ tempted, many unusual landings have occurred, some of them with disastrous results.

I had my Sedan, NC1630B, for eight years, 1957 through 1965.

It was bought in the Midwest and as I had not flown in the last five years, I had a friend fly it home to Hawthorne Airport, California.

When he picked it up, the previous LBS. owner told him not to attempt any three f--­ point landings but to make main gear landings tail high (wheel landings).

This was just not for me. All such tail­ wheel airplanes were designed and built to land three -point, with that beautiful sound of three wheels rolling on touchdown.

I was determined I was going to land this one three point , or else! It was just about "or else", as every attempt to land three-point was the equivalent of a survived crash.

The first thing I do

2200

in flying an unfamiliar aircraft is to check its stall characteristics. There­ fore , after a normal climb to altitude, a power off stall was initiated. The nose was brought up and the power reduced to idle. As the control wheel came back against the stop, the nose slowly dropped and the airplane would not stall.

This condition appeared to me to be either insufficient elevator up travel or a Center of Gravity (e.G.) that was too far forward. Without any further test­ ing, I returned to the field, making a wheel landing.

First, the elevator travel was checked out in accordance with the CAA Type Certificate, Aircraft Specification No. A-804, and found to be perfect.

Second, the weight and balance re­ port was reviewed and appeared in good order. The airplane at that time was un­ painted, had a Continental E-165-2 en­ gine and a two-position Hartzell Snap­ O-Matic propeller. The empty weight was 1448 lbs., just 2 lbs. under the maxi­ mum weight of the empty weight e.G. envelope.

Whenever an Aircraft Specification

I I LUSCOMBE 11A

1700

1500

76

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/

/

.--

~

78

(Continued on page 29)

/ ./

2000

or the superseding Aircraft Type Data Sheet has an empty weight envelope, it is not necessary to compute the loaded weight e.G . to make sure it is within the C.G. limits, as long as the loaded air­ plane does not exceed the gross weight, and each seat is limited to 170 lbs . and the baggage carried does not exceed the placarded limits.

In this case, I was looking at one pi­ lot , full fuel, no other passengers or crew, and no baggage. It appeared that the airplane was well within the C.G. and gross weight limits, so the first at­ tempts at three-point landings were started.

Everything seemed normal until the flareout. As the control wheel was moved aft, the aircraft remained level with its tail high. The control wheel was continued aft until it hit the stop. This was followed by a rapid nose drop, with hard contact on the main gear followed immediately with the tailwheel coming down with a bang.

As the wing rapidly changed its angle of attack it pulled the main gear six to

~

/

V

V

\

-­

FRONT LIMIT

80

82

REAR LIMIT

84

86

./

88

INCHES

This C.G. Range chart is copied from CAA Aircraft Specification A-804 for the Luscombe 11 A Sedan.

VINTAGE AIRPLANE 5

VI~TA(3~ LIT~l?ATUl?~ by ()ennis

f)ar-k.s ~

Libr-ar-yjAr-chives ()irectvr-

Daniel Guggenheim International

Safe Airplane Competition

Part 6 Cunningham-Hall Model X The Cunningham-Hall entry in the Safe Aircraft Competition was con­ structed by the company in Rochester, New York. The company had been formed in 1928 with Francis Cunningham as President and Ran­ dolph Hall as Chief Engineer. Hall had previously worked for the Thomas Morse Aircraft Corporation.

Their first aircraft was the PT-6, a six­ place cabin biplane.

The Model X safe plane entry was a single engine, two-place, single bay, tractor biplane having an upper wing of unusually high aspect ratio and a lower wing of normal proportions.

Ail e rons were located only on the upper wing and spanned the entire

trailing edge. The landing gear was a split axle t ype with oleo shocks and an exceptionally wide tread of over eight feet .

The aircraft featured a novel wing cellule in the lower wing, making use of the Hall convertible wing. It con­ sisted of an airfoil whose basic sec­ tion was a Clark Y. Built into this section and forming a portion of the lower surface was a second airfoil whose leading edge was one-quarter chord length back of the leading edge of the basic airfoil.

The rear portion of the auxiliary airfoil was hinged so that it can be lowered as a flap to increase the cam­ ber markedly. As the flap was low­ ered, an opening formed between it and the upper surface of the wing which extended aft of the flap hinge .

Under the surface of the main sec­

tion forward of the secondary airfoil and covering the same span as the flap, was located a shutter intercon­ nected with the flap . When the flap lowered, the shutter opened, permit­ ting flow of air through the main wing itself. Movement and position of the flap and shutter were controlled from the pilot's cockpit.

The upper wing of M-6 airfoil sec­ tion served as a position for mount­ ing the ailerons and as an important member in the wing truss . The ailerons were interconnected with the flap gear in the main wing and were lowered with the flap, although to a lesser extent.

Brakes were supplied on the land­ ing wheels and long throw oleo struts were used to reduce the shock re­ quired for the high vertical velocity landing tests.

The Cunningham-Hall Model X used a Fairchild 21 fuselage as the basis for its frame, as is evident in this view.

6 AUGUST 1992

WING-FLAP-VANE OPERATING MECHANISM CUNNINGHAM-HALL

HALL CONVERTIBLE WING

Wings The wing cellule was of a single bay design of modified Pratt Truss type with outer and inboard "A" struts of streamlined tubing sup­ ported with streamlined wire bracing.

Two sets of lift and load wires were used, one each in the planes of the front and rear members of the out­ board "A" struts. A single set of cross brace wires were used in the center section. A short strut from the fuselage to the wing at the point of

attachment of the landing gear also carried part of the lift load as the for­ ward lift wire attached at its base.

The wing panels consisted of com­ bined wood and metal construction.

The upper wing and aileron were of metal, both aluminum alloy and steel being used. The upper wing was fab­ ric covered. The lower wing was built in two sections. The forward spar of the wing was made of wood, to which was attached the aluminum alloy sheet leading edge. A single large di-

An excellent view of the lower wing on the Cunningham-Hall, as well as the full span ailerons on the upper wing.

ameter tube served as the rear spar for both lower and upper wings.

Wood beams were used in the for­ ward and moveable sections of the auxiliary airfoil. Ribs in the auxiliary section were of wood, screwed and riveted to the spars. The wings were fabric covered.

Due to the fact that the air flow took place through the wing when the flap was lowered, the fabric was very carefully secured to the top chords of the ribs. The outer rib at the tip was sheet metal, while the tip itself consisted of a formed aluminum alloy tube . There were four drag bays with aluminum alloy compres­ sion ribs and steel tie rods.

Provision for the flap operating mechanism was made inside the wing, although the operating rods and masts projected outside. Ailerons were op­ erated by interplane struts, intercon­ nected with the flap gear in such a way that the ailerons were lowered si­ multaneously with the flaps . Landing loads were carried through the inner end of the wing structure.

Tail All tail surfaces were made of welded steel tubing and fabric cov­ ered. Neither the stabilizer or the fin were adjustable. The stabilizer was attached to the fuselage at the front spar by streamlined struts, while flying wires in the plane of the rear spar provided the bracing be­ tween the fuselage, horizontal and VINTAGE AIRPLANE 7

The large wheel pants and Walter Vega 1 engine show well in this view of the Cunningham-Hall. The "Hall Convertible Wing" was designed to exhibit good low speed handling characteristics.

vertical surfaces. The rudder was balanced.

Fuselage The fuselage of the Cunningham­ Hall was from a Fairchild Model 21.

It had a Warren type truss, con­ structed of welded chrome moly steel tubing. The engine mount was inte­ gral with the rest of the structure, with a firewall installed behind the engine. There was seating for the pi­ lot and for an observer in a tandem

arrangement. The fuselage was fabric covered behind the firewall, with the exception of the metal top cowling back to the rear of the pilot's cockpit.

The landing gear consisted of a conventional split axle with an oleo strut having 10 112 inches of vertical travel. There was also a swiveling tail wheel. The wheels were constructed of wire spokes and equipped with brakes. In addition to the gear fair­ ings, an aluminum alloy streamlined

boot was installed over each wheel, including the tail wheel.

Powerplant The aircraft was powered by a five cylinder, radial, air-cooled Vega I en­ gine, manufactured by the Walter Company of Czechoslovakia. The en­ gine produced 90 horsepower at 1840 rpm. The compression ratio was 5.15 to 1 and the displacement was 317 cu­ bic inches. The weight was listed at 226 pounds. Scintilla magnetos were used, as well as a Zenith carburetor.

A two-bladed Hamilton metal pro­ peller was used during the tests.

A 21 gallon gravity feed fuel tank was installed forward of the cockpits in the fuselage. A 3 1/4 gallon oil tank was installed under the cowling, forward of the firewall.

Competition Apparently the aircraft was a good flyer, but it failed to pass the prelimi­ nary qualification tests for the Safe Aircraft Competition. Afterwards, the Cunningham-Hall company re­ turned to building the PT-6 cabin bi­ plane, the second one being com­ pleted in 1930. ...

Next month: The Cunningham-Hall shows off its sesquiplane congiguration in this shot. Notethe wide stance of the landing gear, which had a stroke of 10 1/2 inches.

8 AUGUST 1992

the Taylor C-2.

by Lee Alexander (AIC 14400)

Fantasy became reality when I was in­ troduced to Ray Eaton, Jr. He was a young pilot working as a mechanic for In 1989 I camped out at Sun 'n Fun for Chalks, who was looking for something the first time. Besides getting a contact nice to fly. He and dad agreed to get high from so many happy people, I got to Three Eight Bravo flying if I agreed to remember how beautifully crafted these pay for anything they agreed to buy. It older airplanes were. I even had a few soon became apparent we were into a brief fantasies about the mummy coming restoration. Even though she went into storage a perfectly good airplane, there back to life. was literally no good place to stop taking her apart.

By the time Sun 'n Fun 1990 rolled around, dad and I found ourselves at the show buying radios from an exhibitor, and I thought, " Am I re­ ally spending perfectly good American green money on avionics for the pile of shiny alu­ minum that Ray has made out of the mummy of myoid All cleaned up and ready to have the sub-panel and instru­ sweetheart?" When I ments installed. answered myself, 10 AUGUST 1992

"yes," I knew that somehow this mess was going to turn into an airplane again.

By Sun 'n Fun 1991 the mess had be­ come a beautiful airplane. Ray's attention to detail in preparation and painting paid off big time. But we had no interior and no direction toward one. Once again the show came through . The Alabama won­ der provided 150 seats and tracks. Just as the Narco equipment we got at the 1990 show solidified the panel design, the 150 seats from the 1991 show gave us the inte­ rior.

I call her Three Eight Bravo. My dad introduced me to her 18 years ago when she was 23. She was good looking, a lot of fun, easy to get along with, neither de­ manding nor temperamental, just about perfect.

She didn't have much to say about her past. I know she was taken south at an early age and grew up in Guatemala. I think she fell upon hard times down there and may even have gone to pieces. How she got back to the States I have no idea.

When she showed up at Ft. Lauderdale Executive in 1974, she definitely had her­ self back together again. My father, Tom "Smoke" Alexander, liked her so much

that he brought her up to Charleston, South Carolina to meet me. She ended up staying. We had a couple of great years hanging out at the John's Island Airport, flying the Carolina coast. Everybody re足 ally liked her.

But soon the time came to return to Ft. Lauderdale. That's when things got rough for me and Miss Bravo. I started practic足 ing dentistry and my human wife, Gail, continued practicing childbirth.

My dad tried to take up the slack as my visits to the airport became rare. But he was pretty involved with another 140 he had been with since 1960. So one sad day we amputated Three Eight Bravo's wings and put her in the "on hold" side of dad's hangar. She became a piece of hangar sculpture to some. To me she was the life足 less mummy of her old self. She stayed that way for 13 years.

Writing this I realize how much Sun 'n Fun influenced the rebirth of this sweet airplane. The award we got this year as Best Cessna 120/140 is really a testimonial to how this organization can inspire, en足 courage and help people to bring these ... great old planes back to life.

Finished out and completely equipped for VFR flight, Lee Alexander's Cessna 140 is ready for the southern Florida skies.

VINTAGE AIRPLANE 11

by Norm Petersen A fleeting glance of a red and cream colored airplane skirting the grove around the farm caused the 10 year-old boy to run for all he was worth to the far side of the grove to see just where it went.

Enchanted by th e sound of the purring engine and the way the pilot seemed to effortlessly handle the aircraft, the young farm lad quietly said to himse lf, "Someday I will have an airplane just like that one!"

The time was December, 1946, and the place was a farm just outside the small rural town of Sloan, Iowa, (Pop. 935) about 17 miles southeast of Sioux City. The excited young farm lad was Gordy Lofschult, who unwittingly start足 ed a chain of events that particular day that would change his life.

The red and cream a irplan e was a 1946 Piper PA-12 Super Cruiser, N7781H , SIN 12-689, which mad e its first IS-minute test flight at the Piper 12 AUGUST 1992

Two of aviation's finest, Phyllis and Gordy Lofschult are pictured in front of their nicely restored 1946 Piper PA-12 Super Cruiser at their hangar in Winsted, MN.

factory in Lock Haven, P A on October 27, 1946. Three days later, ferry pilot George Phipps flew the -12 from Lock Haven to the dealer in Sioux City, IA. Shortly thereafter, the Super Cruiser was sold to a partnership of Maurice Ames, farmer, and Norbert Juneman, John Deere dealer, both of Sloan, IA. The airplane was hangared at Maurice Ames' farm strip, not far from Gordy Lofschult's home farm, where it would faithfully serve its two owners for the next 26 years.

Meanwhile , young Gordy Lofschult was busy growing up and still dreaming of having his own airplane. He took his first airplane ride with (the same) George Phipps in a blue Stinson and eventually took three flying lessons in a tri-geared J-3 Cub before giving it up for lack of money. When he was a senior in high school, Maurice Ames took Gordy and his girl friend for a ride in the P A足 12 - an experience that confirmed his earlier suspicions - the Super Cruiser was indeed high on his "want list."

By 1967, the aviation bug had

(severely) bitte n Gordy and he was off to Tulsa, OK to atte nd Spartan School of Aeronautics where he earned an A & P license. In addition, he earned the coveted Commercia l Pi lot's license along with an Instrument Rating, doing most of his flying from Harvey Yo ung Airport. (In those days, it was out in the country. Now it has "moved " into town!)

Going to work for H ughes Air West Airlines as a mechanic , Gordy com­ menced the dual jobs of earning a living and raising a family (three daughters).

In the summer of 1972, the family returned to Sloan, IA on vacation and Gordy was invited to fly the Super Cruiser. Happy as a lark, Gordy says he flew the airplane over eight hours that week, giving rides to many folks and doing solo work up and down the pic­ turesque Missouri River valley. For the first time in his life, he felt free as a bird!

He loved the feeling. The urge to make a really long cross-country flight , using a map and a wet compass for navigation, was almost overwhelming . The two elderly owners of the PA-12 cou ld see the spark of interest in Gordy's eye.

They had flown the airplane for 26 years and , perhaps with a tinge of sadness , realized the time was near for a new caretaker for the faithful old Piper.

In October of 1972, a deal was struck and the Piper Super Cruiser, N7781 H , SIN 12-689, wit h 916 hours tota l ti me since new, was purchased by Gordon Lofsch u lt (EAA 258545 , AIC 9779).

The logbooks were complete from the factory test flight to the present day.

Gordy carefully examined his new flying machine wi th the eye of a somewhat experienced A & P mechanic. Back by the tail, he removed an inspection cover and looked inside. He was surprised to see a pair of beady looking eyes glaring back at him! It was the resident mouse!

Gordy set mouse traps, all to no avail ­ regardless of bait! He then started up the engine in front of the hangar and proceeded to make three tight circles with the left wheel brake locked. Then three tight circles to the right with the right brake locked. He then shut off the engine and waited. Two witnesses observed a rather wobbly mouse run down the tailwheel spring, jump to the ground and run headlong into the near­ by cornfield! Thus ended the problems with Mr. Mouse!

As Gordy was now based in Phoenix, AZ, arrangements were made to fly the PA-12 from Sloan , IA to Arizona in December. A cold ten below zero greeted Gordy as he bundled up with " long jo hn s" and mi tte ns, and after a fond farewell to the origin al owners, Ma urice Ames and Norbert June man, he lifted into the cold air from the grass strip and headed southwest. After two

In the summer of 1972, Gordy Lofschult was invited to fly this PA-12 from the farm strip of Maurice Ames near Sloan, IA. This was several months before he purchased the airplane and became the second owner of record.

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In the early 1980's, Gordy runs the engine of the now tired looking PA-12 which had been sitting in the Arizona sun for years. Note the faded registration on the fuselage and the bent wingtip bows.

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The fuselage is carefully restored at Pete Miller's shop in Chandler, AZ and the cover­ ing is started on the inside cabin area.

VINTAGE AI RPLANE 13

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and a half hours, a snowstorm forced him down at Abilene , Kansas. Gordy looked for tiedown rings, only to discov­ er both the fittings and tiedown ropes were in the wings behind inspection cov­ ers - completely hidden and out of the flight stream.

The old hotel in town was the only chance for a room; the lady behind the counter informed Gordy it was $1.50 per night - in advance! There were no room keys and the bath was at the end of the hall! The restaurant across the street was called the Crippled Rooster and served very good, low cost meals. The next morning, Gordy caught a tailwind out of town and made 450 miles in three hours to Jacksboro, TX, where he stayed with friends before flying on to Phoenix in 10.5 hours - all without radio and using a map and a compass. As Gordy says, "This was seat-of-the-pants flying at its best! " The next twelve years brought dereg­ ulation to the airlines and Gordy was

transferred from one place to another.

The PA-12 got pushed on the back burner and languished in the Arizona desert sun. The paint began to fade and the original fabric with Razorback over the top went downhill fast. Once in while, Gordy would start up the engine to keep it somewhat lubricated. Parts began to disappear as the old girl suf­ fered from "visitors" who couldn't resist a souvenir. On several occasions, Gordy almost sold the "Cub" to eliminate the problem , however, something always made him think twice. A divorce in 1981 didn't help the situation either.

By 1984, Gordy was working in Minneapolis, MN, had married a lovely lady named Phyllis, and was trying to figure out a way to reclaim the PA-12 from behind the hangar in Arizona . The old girl looked pretty tough and was in need of a total rebuild. His wife sug­ gested they have it professionally restored despite the cost, because it may otherwise never get done. After some checking around in the Phoenix area, the Lofschults decided to have Pete Miller of Chandler, AZ do the total rebuild and keep it as original as possible. The PA-12 was moved to Pete Miller 's shop and totally disassembled .

Several mouse skeletons were found and one landing gear was cracked half way through!

However, Pete was able to repair the parts as necessary and cover the entire airplane with Stits. The original instru­ ment panel was carefully All instruments were overhauled with new cream faced dials installed. The instrument panel was redone while the instruments were sent out for overhaul and returned to original condition.

Pete Miller on the left shakes hands with Gordy Lofschult following completion of the restorat ion in Novem ber, 1985. Photo wa s taken just before Gordy to o k off for Memphis, TN. 14 AUGUST 1992

new cream colored faces.

A new interior, including new seat covers and headliner, really made the inside of the PA-12 look like a factory original. Pete Miller was especially careful with the small details - so neces­ sary with a good restoration. The streamlined tailbrace wires were Magnafluxed before being reinstalled with the official " Piper" marked bolt on the fin.

Although the engine had never been apart, it was decided to do a top over­ haul and chrome the cylinders to make the airplane perform like a new Super Cruiser. The engine accessories were overhauled before installation and the engine compartment was redone to new condition. The metal prop, which had been on the PA-12 since 1949 when it replaced the original wood propeller, was sent out for overhaul. (Gordy still has the original wood prop with the Sensenich decals and the Piper Bear on the blades.)

About the time Pete Miller finished the restoration, Gordy was transfered to Memphis , TN so the problem was to locate a hangar in that area. A search turned up a hangar at the Wolf River Airport at Colliersville, TN. After get­ ting his biennial updated in a J-3 Cub at Memphis , Gordy traveled to Pete Miller's shop in Arizona to have a look at the "new PA-12". It was nice! Pete had done his work well and Gordy was really happy with the outstanding condi­ tion of the restored "Cub". Pleased as punch, he flew the Cruiser to Memphis via Texas, where he again visited friends in Jacksboro.

In February of '85, Gordy was trans­ fered to Minneapolis again, so leaving Memphis with maps in hand, he navigat­ ed up the Mississippi River, all the way to Minneapolis , where he had luckily found a hangar at Winsted, MN on the west side of town. He was beginning to learn that everywhere he landed, a crowd would gather to look at the strict­ ly original Super Cruiser. Gordy admits it was quite a thrill - and a pleasure.

The old " free-as-a-bird " feeling was alive and well as he followed the com­ pass and the "finger-on-the-map" while getting a birdseye view of this great country.

Later, in the summer of 1986, th e PA-12 was flown back to its "home" in Sloan, IA where Gordy had the pleasure of taking one of the original owners , Maurice Ames, for a ride. For these two people, it was the best of times! Morris readily admitted he was pleased to see Gordy and the flight brought back many, many memories of days gone by.

Gordy was both excited and proud to be able to give a ride to this "eighty plus" gentleman who had literally fanned the tiny spark that got him started in the

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aviation field.

The following year Gordy returned to Sloan, IA to take the other owner, Norbert Juneman, for a ride in the Super Cruiser, and like the first time, it was an emotional experience for both people. Norbert, who was 87, related how he once flew into Kansas City Municipal using light signals to land and well remembered how the tower people were getting owly about non-radio air­ planes! He taxied to a tiedown area when a man walked up, inspected the "Cub" closely and remarked about the fine condition of the PA-12. When the man was gone, the line boy asked Norbert if he knew who the man was?

The negative answer brought forth, "That was Howard Hughes!"

Many central U.S. fly-ins have been graced with the colorful Super Cruiser during the past five or six years includ­ ing the Nebraska Regional at Gothenburg, NE where N7781 H gar­ nered the Grand Champion award for its owner, Gordy Lofschult. At Blakesburg, lA, the Cruiser took the Best Chapter Choice Award and people from Air Progress magazine were drool­ ing over the restoration. In addition, author Richard Bach's son made a spe­ cial effort at Blakesburg to seek out Gordy and congratulate him on a fine PA-12.

Besides enjoying the sights and sounds from the front seat of a Piper Super Cruiser, Gordy Lofschult has con­ sidered trying the original wood prop on the airplane, just to see how it felt on the way to Iowa from Lock Haven. In addition, he has considered installing a shielded ignition harness along with a radio to help with "modern" navigation.

There is something about a PA-12 and farmland that seems to go together. Note the handsome detailing on the tail number, the original paint scheme and the standard Grimes position lights. With 38 gallons of fuel, this is a great cross-country airplane.

There are two items missing that Gordy would like to locate for the 1946 airplane. At one time it had a Grimes " plug-in " landing light that Maurice Ames once tried using for a night flight.

After scaring himself half to death and landing on the far end of the landing strip in a hairy night-time landing, the "plug-in" light kind of disappeared and hasn't been seen since! The PA-12 also had a set of Consolidaire wheel fenders that fit just over the main wheels and clamped on the landing gear. These have never been located and Gordy would like to find a pair. Any help is always appreciated (612-941-4293).

Original PA-12 Super Cruisers are becoming very difficult to find any more because most of these fine machines have been converted to "bush " air­ planes with big engines, flaps, PA-18

gear and tail feathers. Over half of the remaining 1475 PA-12's still registered are now in Alaska.

Gordy Lofshult has flown the PA-12 over 220 hours since the rebuild by Pete Miller. He has attended fly-ins in all directions from Minneapolis where he and his wife, Phyllis, live in the suburb of Bloomington . This story had its beginning when the author discovered the pretty Super Cruiser at a Hector, MN flight breakfast along with a subse­ quent visit to Gordy 's hangar at Winsted, MN. The PA-12 is maintained in pristine condition and the annual inspections are done by Wade Lowry (EAA138970, AIC 6253) of Lakeville, MN. As Gordy Lofshult says, these past two years have been the very best of his life! We couldn't agree more. ...

VINTAGE AIRPLANE 15

By H.G. Frautschy

Open your thesaurus and look up the word "snappy", and the synonyms you will find include lively, zesty brisk and quick. All of these words apply to the delightful Luscombe 8A newly rebuilt by Richard Hoyle (EAA 118624) of Vin­ cent, AL. With its comely gray and red color scheme , and the care take n by Richard during the extensive rebuild, the 1946 two-placer is a lovely sight, indeed.

16 AUGUST 1992

Strolling the line at EAA Sun 'n Fun '92, I came upon a couple of fellows re­ laxing under the metal wing of the Lus­ combe, so I introduced myself and sat down to talk to Richard Hoyle about his project. What I heard in the next few minutes was stirring - during the course of the restoration, Richard replaced the majority of the rivets in the entire air­ frame, as various parts needed to be dis­

assembled to repair corrosion.

Richard had heard that the airplane was in a barn, and looked for it for three years before a friend discovered the lo­ cation it had been stored at for the pre­ vious 15 years. It was so corroded, Richard's friend refused to buy the rough looking Luscombe. Richard lo­ cated the owner in Florida, and yes, the tired, old, rotted airplane was still for

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sale. After locating and inspecting the the project in 1987.

He first tackled the tail surfaces. The Luscombe, he bought it, knowing that he had a long struggle ahead of him to skins were replaced, after corrosion was resurrect the 8A. His search for a Lus­ found on both surfaces. The tail section combe was not born out of a burning aft of the cabin was corroded exten­ desire - in fact. he had never really seen sively, as Richard and a friend found a Luscombe 8A up close prior to his out in an unusual way - while stripping purchase! Armed with his goal of re­ the paint from the aft fuselage. a friend building the Luscombe into a personal . of his dropped the tail from a height of traveling machine. he started work on about 18 inches. While spraying water

on the skin to clean off the stripper, Richard noticed that a line of rivets in the skin had no more heads left on them! The rivet shanks were so cor­ roded, the impact with the ground had sheared off the heads clean off. After getting the.fuselage back to the hangar, he started drilling. and would find few sound rivets until he reached the for­ ward end of the tailcone. The f1oor­ VINTAGE AIRPLANE 17

(Right) The neat engine compartment is home to this immaculate Continental C­ 65-8, as well as the battery box and relay installation.

(Below) The instrument panel has every­ thing you need for basic VFR flight, plus a few added gadgets that let you knock on the door of a TCA and ask, "Can I come in?"

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boards were removed, cleaned and then zinc chromatedo The landing gear would also not es­ cape scrutiny either, and it was removed, refinished and reinstalled . The landing gear shock absorber was rebuilt with new seals.

An inspection of the wing skins was not encouraging either - the upper skins showed corrosion on both surfaces, while the lower skins showed damage inside the wing. Fortunately, the spars showed little damage, but both wings would have all of their skins replaced.

It is fortunate that Richard enjoys sheet metal work, for on this project, he and his friends got plenty of rivet bucking and shooting experience!

The engine was a pleasant surprise ­ with only 740 or so hours on it since new, the engine and airframe had been together since the beginning, and the Continental A-65-S powerplant re­ quired few new parts during its major 18 AUGUST 1992

overhaul. Being a -S series engine meant that there was no electrical gen­ erator originally installed, but since Richard wanted an airplane he could travel VFR anyplace he wanted to, he added the attractive and functional al­ ternator unit available from Basic Air­ craft Products of Evans, GA. Richard 's is the first to be approved under an STC for the installation on a Luscombe SA. When it was first installed, the wind dri­ ven alternator was charging at S amps, and then settled down to a steady 1.5­ 1.6 amps, with all of the electrical equip­ ment on the airplane turned on. A bat­ tery box, relay, digital ammeter Ivoltmeter and full circuit breaker panel was also added to distribute the current.

He reports that the unit is vibration free (an old bugaboo of the older wind-dri­ ven generators of 50 years ago), and was well made. For an added bonus, he was happy that it does not appear to cost anything in the speed department. The

airplane has an Apollo 612C loran, Ben­ dix-King KY 76A transponder with Mode C encoder, and a Bendix-King KY 97A communications radio. As far as lighting goes, it has navigation lights, as well as interior floods to illuminate the cabin. With almost 40 hours on the airplane, Richard reports no problems with the electrical installation.

A pair of venturis supply the vacuum to power a turn and bank directional gyro. The rest of the instruments are geared towards VFR flying, including a Hamilton vertical card compass . To help clean up what was a ragged looking hole on the panel, he made the wooden overlay and installed the radios, the lo­ ran on the left side of the panel and the transponder and com radio on the right.

The wheel pants have been on the airplane since the 1960's, and are fiber­ glass. A cleanup and refinishing was all that was necessary to put them back in service. As each part were removed

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These two views show the wind-driven alternator produced by Basic Aircraft Products, Evans, GA. The FAAIPMA'd unit was painted by Richard Hoyle to match the rest of the aircraft, and he also made the neat fairing between the fuselage and the turbine shroud. The unit is self-contained, with the charging circuitry built into the bracket, as you can see in the photo on the right.

and replaced throughout the restora­ tion, every piece of AN hardware was replaced with a new piece.

When you get around to the nose of the custom airplane, you will find a spinner that is not your regular piece of Luscombe hardware. Richard felt the airplane looked a bit too blunt at the nose, and so he embarked on a search for a spinner that would blend nicely with the lines of the cowling. A spinner from Wag-Aero was decided upon, and it was installed after being brightly pol­ ished.

FinaHy, after all of the prep work was done and the plane was ready to be

painted, Richard was recuperating from surgery, so he asked Ray Lett of Cus­ tom Aircraft in Sylacauga, AL to do the final paint. Richard laid out a color scheme that was reminiscent of the orig­ inal design put on the airplanes, but with a few personal custom twists. The result is a scheme that looks very ap­ pealing, and Richard is quite pleased with the way his "Luscious Luscombe" looks.

When he set out to restore his Lus­ combe, Richard Hoyle set out to make a personal airplane that he would enjoy cruising in . He had owned a few air­ planes prior to diving into this under-

taking. He started flying in 1977, buying a Cessna 172 as his first aircraft. He progressed to a Cub, and learned to fly tailwheel airplanes, and started looking for a project, a search that would bring him to the Luscombe. He flew the newly restored Luscombe on January 1, 1991, and has put on over 35 hours on it since its restoration. He says it is a very well mannered airplane, and is very pleased with its handling.

By all indications, and judging by the smile on his face when he says "No, it's not for sale." I'd say he attained his goal of producing a comfortable per­ sonal flying machine. ...

VINTAGE AIRPLANE 19

Robert Ring's Cessna 140 Quietly sitting on a seaplane hoist is this very pretty 1946 Cessna 140, N72475 , SIN 9643, mounted on a set of Edo 1650 floats, all painted in a matching trim scheme of white with red and tan accent.

The 140's original C85 Continental has been replaced with a Lycoming 0-290­ 02 of 135 hp for quicker performance off the water. Purchased by Robert Hing (EAA 2540) of Manassas, VA, for the express purpose of retracing Alexander Mackenzie's epic 1792-1793 canoe trip from the Atlantic to the Pacific, the Cessna started the long trip in good fash­ ion by up-ending at East Haddam, CT! However, Robert Hing pressed on, navi­ gating by maps and terrain, eventually reaching the Pacific Ocean. His trip en­ tailed over 5,000 miles and 57.8 hours of flying time. Robert has written a book about his adventures named "Tracking Mackenzie to the Sea, Coast to Coast in Eighteen Splashdowns", which will be available at the '92 EAA Convention.

The Cessna 140 was sold to Hans Mu-

Bob LaPointe's Piper PA-12 With the best of all worlds at his fin­ gertips, Bob LaPointe of Iron Moun­ 20 AUGUST 1992

nich of Orcas , W A , following the long trip and Hans reports he has put over 200 hours on the Cessna since acquiring the aircraft and floats . He did change the propeller from a 74 X 50 to an 80 X

40 seaplane prop which really makes the pretty little two-placer get up and go.

The Lycoming is full electric, so a turn of the key is all that is necessary to start the seaplane.

tain, MI takes pride in this very nice Piper PA-12 Super Cruiser, N3009M, SIN 12-1708, which he has owned since 1970. Bob converted the PA-12 for sea­ plane use with a 150 hp Lycoming, bal­

anced PA-18 ele­ vators, stainless control cables and a set of Edo 89-2000 floats.

He also installed oversize rudders on the floats. Us­ ing a McCauley 80 X 41 seaplane prop , the PA-12 performs very well according to Bob. The float­ plane is kept in a hangar next to his home, being transported to the water on a small hydraulic dolly pulled (or pushed) by a tractor. When not being used, the PA-12 is safely tucked away in the hangar where the sun and hail can't reach it. The instrument panel includes an Alpha 200 radio for commu­ nication and a Loran 612D for pinpoint navigation. Happiness is . ...... .

Bill Knanz' Luscombe SA These photos of Luscombe 8A, N65353, SIN 2723, mounted on a set of mint Edo 60-1320 floats, were sent in by William (Bill) Knauz of Lake Forest, IL. Bill pur­ chased the Luscombe from the estate of a longtime friend, who had owned the air­ plane since the early 1960's . The friend had a factory new Continental C90-8 e n­ gine installed along with dual wing tanks (no fuselage tank) and 8E deck windows.

During the 1980's, the Luscombe was in storage and the original " N" number of N71296 was lost. The fabric covered wings were redone in the 1970's with Razorback and the overall paint scheme of orange and white trim was applied. The Lus­ combe is a straight seaplane with no land­ ing gear - at least no one seems to know where the gear went! Several new instru­ ments and a nicely done instrument panel contribute to a pleasant interior in the air­ plane. The total time on the C90-8 engine is approximately 500 hours.

Peter Annis' Cessna T-50 Nestled close to the dock is this working antique, a Cessna T-50, N45P, SIN 6294, mounted on a set of Edo Y d-6470 floats and flown by North River Aviation of Halifax , MA; the aviation firm of long­ time EAA member Peter Annis (EAA 7477, A/C 2997) of the same address.

Built during W II as a twin engine trainer, the T-50 (often called the Bamboo Bomber) was a natural for float conver­ sion with its steel tube fuselage and wood wings. This particular T-50 has been up­ graded from 245 Jacobs engines to 300 hp Lycoming R-680 engines and three­ bladed, controllable props. In addition , a one-piece windshield and a large outside baggage door have been added. Although somewhat rare on floats in the U. S., there are a total of 101 Cessna T-50 and UC-78 aircraft remaining on the U. S. Register.

This photo was sent in by Dick Hill of Harvard, IL, who received it from Chester ...

Lizak of New Bedford, MA. VINTAGE AIRPLANE 21

6th Annual National

Aeronca Association

Convention

by H.G. Frautschy If you were an air traffic controller, and you worked near Cincinnati, Ohio, you may have been a bit puzzled by some of the slow moving VFR traffic north of the city, near Middletown.

While the speed of the targets was faster than a flock of migratory waterfowl, the objects all seemed to be heading for one spot - Hook Field, the scene of the 6th Annual Aeronca Convention, hosted by the National Aeronca Association. Held every other year during the second weekend in June, the gathering of Aeroncas takes place on the airport where most of the planes were built in the Aeronca factory adjacent to the field.

On Friday, pilots and Aeronca aficionados were treated to a tour of the Air Force museum in Dayton a steak fry, and a banquet Saturday night, as well as a field covered with 160 pre­ war and post-war training and personal airplanes.

Aeronca, still in business after so many years, is currently in the parts subcontractor business, and is a pioneer in the fabrication of brazed metal structural parts. One of the interesting surprises of the plant tour was learning what company made the outer structure for the Apollo spacecraft - it was Aeronca!

At the banquet Saturday evening, a number of awards were given, including the David and Phyllis Powell Memorial Award which was presented to Bill Pancake of Keyser, WV for his work conducting Aeronca forums and giving technical help to any Aeronca owners who asked for his assistance. Pilots and aircraft were also given awards, and many of them are pictured on these pages. Those not pictured include: Best In Class - Military Aeronca ­ 1947 L-16A, NC6286C , Lloyd Thompson, Jasper, GA Best In Class - Pre-War Aeronca Tandem - 1940 65-TC Tandem Trainer, NC27384, Michelle Bailey, Gurley, AL Best In Class - Pre-War Aeronca Side-by-Side - 1937 Aeronca K, NC18896, Dudley Kelly, Versailles, KY 22 AUGUST 1992

Best In Class - Post-War Custom Aeronca - 1946 7AC Champion, NC83933, James Sobralske, Graham, NC (Featured in the April '92 issue of

VINTAGE AIRPLANE.) Other award winners and a few selected aircraft and people are featured on the following pages.

Grand Champion Classic - 1948 15AC Sedan, NC1048H, Paul and Pam Workman, Zanesville, OH

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Best In Class - Post-War Aeronca Chief 足 1947 11CC Super Chief, NC4128E, Densel Williams, Jackson, MI

Retired Aeronca employee Bob Hollenbaugh volunteered his time to guide Aeronca aviators to the parking area.

Best In Class - Post-War Aeronca Champion - 1946 7AC Champion, NC84690, Hubert Lowenhardt, Stonington, CT

Best In Class - Pre-War Custom Aeronca - 1941 65-CA Chief, NC36654, Larry Fox, Clyde, NY VINTAGE AIRPLANE 23

Where does an 800 pound gorilla fly?

Anywhere he wants to! (Captain Don Champagne's flying companion in his 7AC Champ.)

Best In Class - Post War Aeronca Sedan - 1950 15AC Sedan, N6665K, Ben Workman, Zanesville, OH

Fun Awards were:

Peoples Choice Award - 1946 Aeronca 7AC Champ, NC83710, Bob Ellis, Dana, IN

24 AUGUST 1992

Greatest distance flown to the Convention in an Aeronca - Bob Pasley, Springtown, TX in his 7AC Champ.

Most recently licensed female pilot flying an Aeronca to Middletown 足 Donna Loretto, L'Original, Ontario, Canada.

Longest licensed female pilot flying an Aeronca to Middletown - Betty Debaun, Terre Haute, IN. Youngest pilot flying an Aeronca to Middletown - Doug Smith, Thawville , IL Oldest pilot flying an Aeronca to Middletown - Lou Parker, Southgate, MI. Type Club fly-ins are a lot of fun, and present a wonderful opportunity to learn a lot about a particular model. If your favorite airplane has a type club, get involved, and attend their fly-in . It's amazing what knowledge other owners will enthusiastically impart , given the chance. Bill Pancake's Aeronca forum was well attended, and a number of technical issues were covered, including spar replacement, covering methods , window replacement, and structural repairs. Hats off the Jim and Betty Thompson of the N AA for their efforts in organizing the convention, and to the many volunteers , without whose help there simp ly would be no way the Aeronca Convention would happen.

If you like Aeroncas, this is the place to be - mark your calendar for the year after next. You're bound to see something that triggers a few ... memories.

An information exchange column with input from our readers.

Burly, Thanks for the very complimentary let­ ter. Sounds like you are very active with the older airplane engines.

The oil is the same as any good 2-cycle chain saw, "weed-wacker", outboard ma­ rine engine, or even a 2 cycle-lawn mower oil. You can get it at any of the places that sell garden and tractor supplies, or many of the National discount chains.

I use a mix of 50/50 Marvel Mystery Oil and the 2-cycle oil. Add 7 ounces of the oil mix to 10 gallons of gasoline. (No more than that!) The 2-cycle oil will stay on the valves and guides and won't burn off like regular oil.

This oil is usually dyed green or blue so you can see it has been added to the fuel.

IT will turn the fuel a darker color.

bv Buck Hilbert

(EM 21, Ale 5) P.O. Box 424

Union, IL 60180

We did find that using more than rec­ ommended will cause a build up on the spark plugs. I hope this may be of help to someone.

Rowland Olm, AlC 9202 Manitowoc, WI

Dear Buck, You had a reference to Marvel Mys­ tery Oil in your column in the February issue. My experience with it may inter­ est you. We had three 2-ton Chevy trucks the 292 c.I., 6 cylinder engines hauling cream and butter products in the late '60s and early '70s. The engines would last approximately 30-50 ,000 miles before having to be overhauled because of excessive oil use. On disas­ sembly, we would find that the top 2 inches of cylinder bore would be worn excessively and the rings would fail.

The rest of the engine would be within limits. The trucks were used hard and to the limit on weight, etc., but this still did not, in my opinion, warrant such a low mileage potential before overhaul.

A conversation with the service man­ ager at a local garage said that it looked like it was way too dry at the top part of the engine. So , we added one of the Marvel Mystery Inverse Oilers to one of the trucks at about 18,000 mi les. That unit was still running good at 112,000 miles when it was traded - over twice the mileage . After that, we added Mar­ vel Mystery oil to o u r 500 gallon gas tank and have been using it ever since .

Dear Buck, As a long time member of EAA I look forward to and enjoy reading your most appreciated advice. I must say you are a God-send to we members, with your vast wealth of advice in VINTAGE AIR­ PLANE magazine.

Now, I myself need some information ­ in the February 1992 issue of VINTAGE AIRPLANE magazine, you mentioned about using, among the other ingredients besides gasoline, a small amount of syn­ thetic 50 to 1 outboard engine motor oil.

I cannot finds any of this synthetic 50 to 1 outboard engine motor oil down here, and I have tried in a radius of 40 miles from here.

Can you please send me the address of the company that you get yours from, I only want to try one or two cans at first in my 10 gallons of gas as you mentioned. I have a Continental A-40-4 engine, as well as a HAPI-1835CE engine that I want to try it in too.

Respectfully yours, Burly R. Page AIC 6684

Durham, NC

Over to you, Buck.

I've had a few requests from some of our members requesting information for modifications or STC's. If any of our mem­ bers can help them with these problems, please drop both of us a line so we can get them some help, and I will pass it along to others who may be interested.

From Ralph Driscoll (A/C 668),1115 Blairs Ferry Rd., Marion, IA 52302 came the request for information on an engine change for an airplane that has always held a soft spot in Ralph's heart - the Aeronca Sedan. Ralph would like to install an 0­ 300-D engine in the Sedan he recently pur­ chased, and would be interested in hearing from anyone who can supply a copy of a form 337 to document the change.

Bill Loweth, of 65 Little Bull In., Mystic, CT is interested in a few items for a Piper PA-12-150. First , he would like to hear from anybody who can help with a 337 for a shoulder harness or 5-point belt installa­ tion for the pilot. He would prefer a form 337 field approval. Second, Bill would like to install a 10-12" diameter tube, 7 ft. long, from the bulkhead above the battery, to a poi nt just forward of the stabilizer bell­ crank . Again, Bill is interested in a form 337 that has been approved by the FAA. If you can help either of these fellows, drop them a line at the addresses shown, and send me a copy, so I can pass the infor­ mation along to everyone else via this col­ umn .

Over to you, Buck VINTAGE AIRPLANE 25

MYSTERY PLANE

by George Hardie

Here's an unusual design that will chal­ lenge the experts. The photo was sent in

by Pete Bowers of Seattle, WA, who says it's a mystery to him. Answers will be published in the November issue of VIN­ TAGE AIRPLANE. Deadline for that issue is September 20, 1992.

The airplane shown in the May, 1992 issue was submitted by Earl Stahl of York­ town, VA who writes: "It is the Morrow I-L 'Victory' trainer, completed around November, 1941 at San Bernardino, CA. It was all-wood construction, many of the exterior sur­ faces being plastic cov­ ered plywood formed in molds. Only the landing gear, engine mount and small fittings were metal.

The landing gear was hy­ draulically retractable.

Some specifications: Wingspan - 30 ft. 4 in., overall length 25 ft. 4 in., height 7 ft. 9 in., empty weight 1655 Ibs. A maxi­ mum speed of 165 mph was claimed, cruising speed 145 mph and land­ ing speed 55 mph. A hor­ izontally-opposed Ly ­ coming engine of 175 hp was installed.

"Full scale production was targeted for both military and civilian mar­ kets. I have no informa­ tion about the fate of the prototype. I acquired photos, drawings, etc. from the company as tests commenced in an­ 26 AUGUST 1992

ticipation that it would be a good subject for a flying scale model. Trooping off to war interrupted the plan." Earl later wrote that when he left to go off to war, he passed the drawings and other informa­ tion on to another modeler in his neigh­ borhood, so he never did get a chance to draw up the model. He no longer has any of the material, except for the photos we have published.

Wayne Eleazer of Alexandria, VA adds this:

"Howard B. 'Spud' Morrow was the prosperous owner of a candy business in the early 1940's. He became interested in aircraft and started the Morrow Aircraft Corporation in San Bernardino in Febru­ ary, 1941 at the site of what is now Norton AFB. The first Morrow 'design' was the "Victory' trainer.

"The most interesting thing about the 'Victory' is the close relationship to an­ other, somewhat less obscure airplane de­ signed at the same time by the same man, Edgar Schmued. the kinship between the two designs can be seen in the shape of the tail surfaces and squared -off wings, as well as the overall lines of the fuselage.

The Morrow's cousin went on to fame and glory as the immortal P-51 Mustang. The story is told in Ray Wagner's fine biogra­ phy of Edgar Schmued titled 'Mustang Designer'. " Other answers were received from Charley Hayes, Park Forest, IL; Tom Fey, Arlington Heights, IL; Leon Perry, At­ lanta, GA; Jack O'Callaghan, Wilmette, IL; Emil Cassanello, Huntington Station, NY; Wayne Van Valkenburgh, Jasper, GA. 1r

The following list of coming . events is fur­ nished to our readers as a matter of information only and does not constitute approval, sponsor­ ship, involvement, control or direction of any such event. If you would like to have your avia­ tion event (fly-in, seminars, fly market, etc.) listed, please send the information to EAA, Att: Golda Cox, P.O. Box 3086, Oshkosh, WI 53093­ 3086. Information should be received four months prior to the event date.

August 10-14 - Fond Du Lac, WI - 23rd Annual International Aerobatic Club Championships. Five categories of competition - Basic through Un­ limited. Fond du Lac Cup, Sunday August 9th. Contact Louis J. Drew, Contest Director, 414/921-6000.

August 16 - Brookfield, WI ­ EAA Antique/Classic Chapter 11 "Old-fashioned Ice Cream Social" .

Noon until 5 pm. . Vintage and amateur-built aircraft on display, as well as a display of radio-controlled model planes. Contact: George Meade, A/C Chapter 11 Pres., 414/962-2428.

August 22-23 - Bloomington, IL - Eighth Annual Air Show sponsored by the Prairie Aviation Museum .

Contact: P.O. Box 856, Bloomington, II 61702 or phone 309-663-7632.

August 28-30 - Sussex, NJ - 20th Anniversary Sussex Airshow '92.

Gates open at 8am, show at 1:30pm.

Call 201{702-9719 for more informa­ tion.

August 30 - Tomah, WI - EAA Chapter 935 4th Annual Fly-In Break­ fast at Boyer Field. Static Displays, Flea Market. 7am until? Call 608/372-3125 for more information.

September 5 Marion, IN - 2nd Annual Fly-In/Cruise-In Breakfast.

Call 317/674-7777 for information.

September 5-6 Prosser, WA - 9th Annual EAA 391 Fly-In. Call Thompson Aircraft, 1-509-786-1034 for more info.

September 5-7 Lake Guntersville, AL - Aerodrome '92.

Worlds largest WW I Aviation Fly-In Convention. Contact: Ryder interna­ tional Corp., 205/586-1580.

September 12-13 Brookhaven, NY - 29th Annual Fly-In at Brook-

haven Calabro airport. No entry fee, trophies awarded. (Rain date Sept. 19­ 20) Call 516/921-5447 for more in­ formation.

September 12 -13 Marion, OH ­ Mid-Eastern Regional Fly-In (MERFI). Call 513/849-9455 (h) or 255-8047 (w) for more information.

September 18-20, Jacksonville, IL - 8th Annual Stinson Reunion. Fly­ outs, Contests, Camping on field, Ban­ quet with guest speaker Phil Richardson (winner ofthe World Vintage Air Rally) on Sat. night (reservations required).

Contact: Loran F. Nordgren, 815/469­ 9100 or write 4 W. Nebraska, Frankfort, IL60423.

September 19-20 - Rock Falls, IL - 6th Annual North Central EAA "Old-Fashioned" Fly-In. Workshops, forums, exhibits, swap meet, and awards. Pancake breakfast on Sun­ day. Contact Gregg Erikson, 708/513­ 0642 or Dave Christianson, 815/625-6556.

September 24-26, Bartlesville, OK - 35th Annual Tulsa Regional Fly-In. Contact: Charles W. Harris, 918{742-7311 or write P.O . Box 904038, Tulsa, OK 74105.

September 25-26, Porterville, CA - Western Waco Association 4th An­ nual Reunion. Largest gathering of Waco aircraft west of the Mississippi.

Contact: WWA at 209{962-6121 or write WWA, P.O. Box 706, Groveland, CA 95321.

September 26-27 Wilmington, DE - EAA East Coast Fall Festival of Flight. "Milestones in Aviation".

301/942-3309 for information.

October 2-4 Prescott, AZ - EAA Copperstate Fly-In. Need informa­ tion? Call 602{750-5480 (w), or 298­ 3522 (h).

October 4 Tunkhannock, PA ­ Fly-In breakfast at Skyhaven air­ port. For more information, con­ tact Skyhaven Airport at 717/836-4800.

October 9 -11 Moriarty, NM - 1st Annual EAA Fly-In. Workshops, Forums, Fly-market. Friday evening activities, Sat. evening awards ban­ quet. Camping on field, motels. Call 505/264-0331 for brochure.

October 10 San Martin, CA ­ California Antique Aircraft Museum open house. 12 - 4pm 12777 Murphy A v, across from South County airport.

408/683-2290 for information.

October 10 Atlanta, GA - 1st An­ nual Biplane Fall Classic at Stone Mountain airport. Biplanes will be judged in a variety of catagories.

Call 404/413-7112 for more infor­ mation.

October 10-11 Houma, LA - Le­ Bayou Regional Fly-In and State Con­ vention. Sponsored by EAA Chapters 261 and 513 . 504/851-1516 for infor­ mation.

October 16-18 Kerrville, TX ­ Southwest EAA Regional Fly-In. Call 915/658-4194.

October 16-18, Hampton, GA ­ Wings and Wheels Motor Fair Fly-In and Airshow, Auto show and flea market. Henry County Airport (Bear Creek) Sponsored by Atlanta Motor Speedway, 404/946-3910.

October 17 - Hampton, NH ­ Pumpkin Patch Fly-In breakfast, sponsored by AlC Chapter 15. For airfield information, call 603/964­ 6749.

October 24-25, Hickory, NC - 7th Annual EAA Chapter 731 Fly-In. Held in conjunction with the Cataw­ ba County Sesquicentennial Com­ mittee Airshow. Banquet Sat. night, static displays and awards for all classes of aircraft. Contact: Doug Teague, 704{754-3598 (days) or evenings, Norman Rainwater , 704/328-5807 .

VINTAGE AIRPLANE 27

WELCOME NEW MEMBERS

Peter Ackermann Oldenburg, West Germany Amelia, VA Willard M Ahern Jr. John Albright Grundy Center, IA Donald L. Anderson Bellevue, WA Keith G. Anderson Naples, FL New Zealand Veth Andre Albert Aristhotheng Surabaya, Indonesia APO, AE Bruce W. Banks Gordon J. Barnard Atwood, Ont. Canada Beamer H. Barnes Lexington, NC K. Jerrie Barnett Olivehurst, CA Edwin G. Bennett Sheffield,IL Oliver Benton Signal Mt, TN Joyce Berger Grass Valley, CA Lexington, NC Roy L. Berrier William Jon Bishop Dallas, TX Ernest P. Blackburn Stoughton, WI Benjamin Blaszak Warren, MI Gilles Boily Quebec City, Ont., Canada John Bryan Negley,OH Albert A. Burk Jr. Sykesville, MD Raymond W. Busteed Fulton, NY Fred J. Callaghan Berwyn, PA Livonia, MI Daniel J. Campau Dallas, TX David G. Carlson Seahurst, WA Jeffery Case Cedarville, MI John O. Cason Robert A. Chenevey North Plainfield, NJ Alton Cianchette Newport, ME Stanley Clayton Travis, CA Charles E. Cole Madison Heights, VA Gary B. Collins Cincinnati, OH David A. Davis Lavergne, TN Russell Devoe Omaha, NE Roger G. Disrud Olathe, KS Steven Glenn Dockery Alexandria, VA Frederick A. Domimski Burr Ridge, IL Laurence Dorau New Richmond, WI Rockford, IL Thomas P. Dorgan Robert T. Douglass Villanova, PA Ronald C. Erickson Cambridge, MN Ronald C. Fabretti Honeoye Falls, NY Richard A. Fano N Canton, OH Randy Fiegehen Hilton Beach, Ont., Canada Mark W. Fish Big Pine Key, FL Donald K. Fitzgerald Fayetteville, AR Joan M. Fobes Madison, WI Robert L. Franklin Waco, TX Chris H. Funk Madison, SD George C. Funk Long Lake, MN Lou R. Furlong Jr. Marietta, GA 28 AUGUST 1992

Robert F. Goodman Sandusky,OH C. A. Haase Madison, WI Mr. Hammell Burlington, NC France.s Cole Hansen Glenview,IL Frank V Hansen Las Cruces, NM Craig Hanson Northwood, ND James B. Hanson Daytona Beach, FL Gary A. Hase Fort Worth, TX Jerry W. Hays San Leandro, CA Henry F. Heckroth Wilmington, DE Ilene Hemingway Livonia, MI Jay Herrin Fayetteville, GA Vernon Heyerman Green Bay, WI Harold M. Hilburn Roy, UT Kobe, Japan Yoshimoto Hiroyuki Greg Hogue Brunswick, ME Daniel E. Hopkins Austin, TX John J. Horbal Beacon Falls, CT Hudson Community School Hudson,1A Thomas Y. Huf Weatherly, PA Kingshill, VI Wesley Jamison Arthur Jennrich Farmington, MN Tommy Jensen Arden, Denmark Kent C. Jensvold Klamath Falls, OR Dewain W. Jones Sr. Lakeland, FL Milton, FL William H. Jones R. E. Kachergius Orland Park, IL Kent Karge Quincy, CA Michael J. Kasuboski Pickett, WI Gerald David Keitel Brazoria, TX James J. Knights Evans City, PA Gerald A. Knox Seffner, FL Daniel T. Knutson Lodi, WI Richard G. Krause Shelter Island, NY Jeffrey G. Krieg Ellicott City, MD Lansing, IL Dr. Dave Krueger William La Prelle III Austin, TX Encinitos, CA Eugene Larr Dennis L. Lemonds Decherd, TN Henry W. Leslie Ft Worth, TX Orlando, FL Hal K. Litchford Douglas R. Loberg Minden, NV Brian A. Lovless Tempe,AZ John W. Macready Kanata, Ont., Canada Lawrence L. Malinconico Jr. Eaton, PA George H. Marsh Weirton, WV Burke W. Marske St Louis Park, MN James L. Martin South Bend, IN James Masterson Huntington Beach, CA Jim McClellan Allen, TX James W. McCreedy Rochester, MI Raleigh, NC K o Medlin James W. Meeker Irvine, CA

Donald J. Merchberger Key Largo, FL C Edward Miller Chicago Heights, IL Glen R. Mills Mission Viejo, CA George Mintzer Ranco Palo Verdes, CA Lorne Montgomery Erie, CO Albert W. Mozzor Port Jefferson Sta, NY Ronald R. Mulhern Camarillo, CA Paul Murfett Moree, NSW, Australia Dr James E. Musick Cedar Ridge, CA James H. Nelson Pardeeville, WI Hugo Nordli Jevnaker, Norway Wayne G. O'Hara Huntsville, Ont., Canada John Pawlik Crystal, MN Richard L. Pearson Madison, SD Philippe Pellegrin Singapore Roger D. Penuel Maryland Heights, MO Daniel L. Petersen Ellisville, MO E Robert Petersen Loveland, CO Harvard, IL Steve J. Plourde D Bart Plumb Topeka, KS John H. Plumb Topeka, KS George Poggi Tenafly, NJ John L. Posten Villisca, IA Christopher R. Price Sonoma, CA Vince Pulsipher Irvine, CA K. S.Raman Sadashivanagar, Bangalore, India Mark Rebholz Chandler, AZ Richard S. Robarge Independence,MO James R. Robyn Kalamazoo, MI David Roscoe Grifton, NC Richard Rozanski Beacon Falls, CT Howard F. Rundell Jr Northville, MI James B. Sachs Rochester, NY Jerome J. Sajdowitz Waukesha, WI Newbury, NH Doug Sampson Robert E. Sanders Valparaiso, IN Kenneth Sax Bayside, WI John W. Schroeder Milwaukee, WI Donald L. Scott Williamsburg, OH Alfred L. Senape Sugarloaf, PA David A. Sills New Hudson, MI James S. Skinner Quinlan, TX Earl Smith Leachville, AR Timothy Smith Canada Countryside, IL Ronald E. Spooner Drew Stephens Piedmont, OK Wilson z. Strong Longview, TX Paul R. Swanson Princeton, IL David B. Taylor Arlington, TX William Testroet Lockport, LA Continued on Page 29

NEW MEMBERS

(Continued from Page 28) Murrell E. Wald

Kenneth Thede Wayland, MI David M. Thompson Bricktown, NJ Wiscasset, ME Conrad A. Trottier Eureka,IL Gerald E. Trumbold Danbury, CT Gerry L. Twombly William R. Tyler Plantation, FL Littleton, CO Chris Upton Cecil, PA Robert E. Urbas George E. Vallis Coppercliff, Ont., Canada

Luscombe Sedan ­ Unusual Landings

(Continuedfrom page 5) eight feet off the runway. In this at­ titude, fully stalled, it required immedi­ ate full power and full rudder to recover.

After three such attempts, I quit before losing the a irplane. Following those gyrations, I gave the airplane a detailed inspection. The aft landing gear bulkhead was fo und with an old crack running through the left landing gear trunnion fitting .

At this time, an actual loaded C.G. and gross weight evaluation was made.

With only myself as pilot, weighing 230 Ibs., not 170 Ibs., maximum fuel, and no other person or baggage aboard, the aircraft gross weight was 1937Ibs., with a e.G. of 78 .0. The loaded weight e.G. envelope shows a forward limit at that weight as 79.7. Therefore, as I had flown it, the airplane was l.7 inches forward of the limit!

With another 170 lb. pilot aboard the gross weight would be 21071bs. and the e.G. at 78.6, or 3.1 inches forward of the limit.

Even with one 170 lb. aft passenger added it was 1.7 inches forward of the limit. This is the problem Many of us fail to use the loaded weight e.G. envelope and many of us will not accept the fact that we are over the 170 lb. FAA standard weight. Even with two standard 170 lb . pilots, this ai rcraft would be 2.5 inches forward of the limits.

To correct this e.G. problem, the 14 lb. battery located in the engine com­ partment at station 42 was removed and a larger 26 lb. battery installed in the aft fuselage at station 185 .5.

Two months were spent trying to find spare landing gear bulkheads, without success. As I had experience as a sheet metal tooling engineering for Sikorsky, I fmally made the tooling and the parts.

As the airplane was really tom down for this repa ir, a complete restoration was also accomplished. The fuselage,

Tom Watson Samuel D. Weaver Tom Weaver Ronald E. Werchan Charles H. Wilbur Russ Williams Cliff Wolff Phillip E. Zeidner Don J. Zordan

Arab,AL Bakersfield, CA Forest,OH Fairbanks, AK Humble, TX Alexandria, V A Danville, IA Anchorage, AK Ketchikan, AK Lombard,IL

wings and tail surfaces were thoroughly etched and primed inside and out and the airplane painted.

This paint, along with the addition of full IFR instruments and other equip­ ment, increased the weight to a new empty weight of 1583 lbs., with a e.G. of 82.0.

With this new weight and e.G., a 230 lb. pilot and full fuel, the same as the airplane was originally flown, wound up with a gross weight of 2072 lbs., and a e.G. located at 82.5 inches. This resulted in the e.G. being l.25 inches aft of the forward limit, instead of l.7 inches forward of those limits. This was well within the loaded weight e.G. limits as shown on th e Aircraft Specification sheet.

Flight tests were made at Torrance Airport, and, as planned, I climbed to altitude after takeoff and performed stalls. The aircraft performed perfectly with clean, well pre-indicated stalls with normal recoveries.

On the first landing the tailwheel was rolling before complete touchdown of the mains. In all the subsequent opera­ tions over the following six years, the airplane flew like a lady .

Subsequently, I rebuilt another Sedan because of the same landing gear bulkhead damage. We also modified it to bring the C.G. within the loaded weight e.G. envelope, with identical results.

My recommendations to Luscombe Sedan owners with the "Three Wheel Syndrome" is to: l. Weigh the aircraft.

2. Make out a weight and balance report.

3. Using the "C .G. range" chart shown on the first page of Aircraft Specification A-804, evaluate the C.G. as you fly it and make sure it is within the limits.

4. If it is not within limits, ballast the airplane until it is and test fly .

Following this, I'm sure you'll have that wonderful airplane properly loaded so she'll fly like the lady she is. . . .

MEMBERSHIP

INFORMATION

EAA

Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport A via­ tion. Junior Membership (under 19 years of age) is available at $20.00 annually.

Family membership is available for an additional $10.00 annually. All major credit cards accepted for membership (FAX (414) 426-4873.

ANTIQUE/CLASSIC EAA Member - $20.00. Includes one year membership in EAA Antique-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-EA A Member - $30.00. Includes one year membership in the EAA Antique· Classic Division. 12 monthly issues of The Vin tage Airplane, one year membership in the EAA and separate membership cards. Sport A viation QQJ. included.

lAC

Membership in the International Aerobatic Club, Inc. is $30.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are re­ quired to be members of EAA.

WARBIRDS

Membership in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds. War­ bird members are required to be members of EAA.

EAA EXPERIMENTER

EAA membership and EAA EX­ PERIMENTER magazine is available for $28.00 per year (Sport Aviation not in­ cluded). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year.

FOREIGN

MEMBERSHIPS

Credit Cards preferred. When paying by check, please submit a check 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 following address:

EAA A VIA TION CENTER

P.O. BOX 3086

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

FAX (414) 426-4828

OFFICE HOURS:

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

1-800-322-2412

VINTAGE AIRPLANE 29

,INC.

Aviation Underwriting Agency P.o. Box 35289 • Greensboro, NC 27425

Becollle A Metnber Of The BAA

Antique/Classic Insurance Progralll!

BENEFITS INCLUDE:

Call Today!

• Lower Uability & Hull Premiums • Fleet Discounts • No Age penalty • No Hand Propping Exclusions NotAnEAA • No Component Parts Endorsements • A+ Company with In-House Claims ~~v-;~~ Antique/Classic Member? "'= '1Ir~ ~~ ca" To JOIn! . ,.......IIII~ln'~ Service ANTIQUE 1-800-322-2412 • Option to Repair Your Own Aircraft CLASSIC

800-727-3823

30 AUGUST 1992

APPROVED

OFFICIAL DIRECTORY

of Registered Civil and Military Aircraft - ,..

OVER 500 $1ft95 ;,-­ PAGES

INCL TAX. SHPG.

1992-93 LImIted Edition_ Lists over 18,000 owners of pre-1946 aircraft by ad­ dress,clty,andstate;cross­ IndexedbyN number,meke, PG.SIZE 8.5' X 11' model and series.

Bonusl Lists all operational aircraft by year built, make, model and series. Everything you need to buy, sell or evaluate aircraft!

MASTERCHARGE & VISA ACCEPTED

111-800-2n-8960 C!d

COVERING SYSTEMS

i . .

-stlts -Randolph -Ceconlte -Air-Tech Dopes. Fabrics, Tapes, Primers & Accessories

FABRIC ENVELOPES

INTERIOR ITEMS ~

-Cushion Sets

-Headliners -Seat

-Carpeting Slings

-canopy & Windshield Covers - Baggage Compartments

MAN- HARDWARE

-stlts - Pl03 and HD2X2 -Ceconlte-l0l andlO2

g -

DROP-IN INTERIOR KITS -Antique & Classic Aircraft

-Bolts -Nuts -Washers -Rttlngs -Screws -Fasteners

Call for your FREE copy of our

-Rivets -Plns ~

Subscribe to JlEROPLANE ~S

1992

catalog

Call1-800-831-2949 To order

PROFESSIONAL PRESS P.o. Box 4371· Chapel HIli, NC 27515-4371

ACCESSORIES

;';~' DECALS, STENCILS me CUB a PLACARDS

-Windshields -Rlters -Shock Cords - Tires' -Tallwheels -Spark Plugs ' -Tubes -Instruments -Wheel. Brakes & Axles -Propellers -Tall Draggers -Master Cylinders

<

.

AIRFRAME PARTS -Spruce -Rr -Adhesives -steel Sheet & -Aluminum

-Plywood -Nalls

Parachutes - Toll Free 1-800-526-2822, New & Used Parachutes. We take trade-ins, 5-year repair or replacement warranty, many styles in stock. Parachute Associates, Inc., 69 Main Street, Suite A, Vincentown, NJ 08088, 609/859-3397. (c/7/92) C-26 Champion Spark Plugs - New and recondilioned. New - $14.75, reconditioned - $5.75 to $9.75. New wire ends, $4.75. Eagle Air, 2920 Emerald Drive, Jonesboro, GA 30236, 404/478-2310. (c-10/92)

Where The Sellers and Buyers Meet...

35e per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591.

MISCELLANEOUS: CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous "Jenny", as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have RIC documentation exclusive to this historic aircraft.

Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price list. Virginia Aviation Co., RDv·8, Box 294, Warrenton, VA 22186 . (cJ5/92) Fly-About Adventures and the Ercoupe-Full color, 130 pages, $17.95. Fly-About, P.O. Box 51144, Centon, TX 76206. (ufn)

GEE BEE R-2-Model plans extensively Updated (used for Wolf/Benhamin's). Plans Catalog/News $3.00, refundable. Vern Cle­ ments, EM 9397,308 Palo Alto, Caldwell, ID 83605. (9-3) 1930's Kollsman "Bubbleface" compass, have several, N.O.S., $225 each. Many other vintage items - 44-page catalog, $5. Jon Aldrich, Airport Box 706, Groveland, CA 95321, 209/962-6121. (c-12/92)

PLANS: Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes. The only source for COR­ RECTED and UPDATED ORIGINAL Great Lakes drawings. Welded parts available. Write to P.O. Box 228, Needham, MA 02192 or call days 617/444-5480. (c-10/92)

WANTED:

SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA­ d, 4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX 406/388-0170. Repair station No. QK5R148N .

Wanted to trade -Sailboat - restorable - 14 foot Ughtning, for trade on pre-1960 two-four place airplane in fly-away condition. Giving up sailing for flying. Contact: Hugh P. Harrison II, 10125 N. Park Avenue, Indianapolis, IN 46280.

VINTAGE AIRCRAFT AND ENGINES -Out-of-print literature: his­ tory; restoration; manuals; etc. Unique list of 2,000+ scarce items, $3.00. JOHN ROBY, 3703V Nassau, San Diego, CA 92115. (Estab­ lished 1960) (c-1 0/92)

Wanted - A copy of Aviation Service and Maintenance by James G. Thompson, published by Aviation Press, L.A. , California about 1935. Cover condition unimportant so long as section on biplane rigging is intact. Bob Whittier, Box T, Duxbury, MA 02331 .

VINTAGE AIRPLANE 31

TURBO ALTERNATOR

TYPE BPE -14 UPGRADE YOUR NON-ELECTRIC PLANE FOR TODAY'S AIRSPACE SAFETY NEEDS.

Fly high with a

quality Classic interior

Complete interior assemblies for do-it-yourself installation.

Custom quality at economical prices_

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line.

.

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

Qi~~RODUCTS' INC.

259 Lower Morrisville Rd ., Dept. VA

Fallsington, PA 19054 (215) 295-4115

I

';

IL-_ _ _ _ _ _ _ _----'

I

~

Increase safety by installing a BPE-14 Turbo Alternator to power a radio, strobe, nay. lights, transponder, ect.

Fully qualified with STC's for many common classics.

Call or write us and we'll send you the details on the BPE-14 Turbo Alternator. The

hi-tech design wind generator.

BASIC AIRCRAFT PRODUcrS, INC. 4474 Hickory Drive, Evans, GA 30809 (706 863-4474

UTLIT'J SIA\a

p,o. box 468 madison, north carolina 27025 (919) 427-0216

POLY-FIBER COVERING THE BEST GETS BETTER WITH NEW HIGH STRENGTH LOW ELONGATION FABRIC STYLES OUTSTANDING QUALITIES Long Life Flexible Coatings and Finishes Developed Espe­ cially for Aircraft Fabric. Will Not Support Combustion.

Proven Durability on Thousands of Aircraft World Wide Since 1965 • Easy Repairability. Lightest Coating System Approved Under an FAA STC and a PMA • Most Economical Covering Materials Considering Many Years of Trouble Free Service.

FAA STC Approved for Over 690 Aircraft Models.

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STITS. EDUCATIONAL. INSTRUCTIVE. TECHNICAL. Sponsored by EAA Aviation Foundation. See This Tape First and Avoid Expensive Mis­ takes. VHS or Seta, $39.95 Prepaid. Also Direct from EAA (1-800-843-3612) and Poly-Fiber Distributors.

TANI( PAINTlNb AND REPAIIING SANOILASTING. TANK LINERS AND COATINGS PREVENTIVE TANK MAINTENANCE INSPECTION SERVICE LADDER SAfETY EOUIPMENT RESERVOII liNERS AND ROOFS DlS.... ANTLING AND MOiliNG TANKS NEW. USED AND IECONDITIONED TANKS

32 AUGUST 1992

WRITE, PHONE OR FAX FOR FREE. New Fifth Edition Poly­ Fiber Manual With Updated Information. New Fabric Samples With Test Reports. Catalog and Distributor List

STITS POLY-FIBER .

AIRCRAFT COATINGS \.

P.o . Box 3084 -V, Riverside, CA 92519-3084 Phone (714) 684-4280 , Fax (714) 684-0518

'~=ii

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INSURANCE COMPANY In Canada Call 1-800-263-1631

1-800-638-8440

By Aviation Peop /e ... For Aviation People VINTAGE AIRPLANE 33