EDITORIAL STAFF Publisher
Tam Poberezny
August 1998
Vol. 26, No. 8
Editor-In-Chief
Jock Cox
Editor
CONTENTS
He n ry G . Frautschy
Managing Editor
Golda Cox
Straight & Level/Espie "Butch" Joyce
Contributing Editor
John Underwood
2 A/C News
Computer Graphic Specialists
Nancy Hanson Olivia Pierre Kotze
3 Experiences With Jr.lGeorge Crum
L. Phillip
Staff Photographers
6 Remembering Tony LeVier/
John Underwood
Jim Koepnick LeeAnn Abrams
Ken Lichtenberg
Advertising/Editorial Assistant
8 Setting The Float On A Stromber g NAS-3INeal Wright
Isabelle Wlske
EAA ANTIQUE/CLASSIC DIVISION, INC, OFFICERS
12 Deb Snavely' s Stinson lOA! H.G. Frautschy
President Espie "Butch" Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344 Secretary Steve Nesse 2009 Highland Ave. Albert Lea. MN 51:1XJ7 507/373-1674
17 Bristol Boxkite Replica Part III Sam Burgess 21 The Worthington Collection! John Underwood
26 Mystery Plane/H.G. Frautschy 28 Membership Information/ Classified Ads 29 Welcome New Members 30 Calendar Page 17
....
Treasurer Cha~es Harris 7215 East 46th St. Tulsa. OK 74145 918/622-8400
DIRECTORS
25 Pass it to Buck/Buck Hilbert
~
Vice-President George Daubner 2448 lough Lane Hartford. WI 53CJ27 414/673-5885
FRONT COVER ... This is Debbie Snavely's 194 1 Stinson lOA. picked as the Best Monoplane of the 1998 Sun 'n Fun EAA Fly-In. Debbie and her husband Bill run the Notional Stinson Club (108 Section). EAA photo by Jim Koepnick. shot with a Canon EOS I n equipped with on 8O-200mm lens. 1160 sec. @ f20 on Fuji Sensia 100 ASA slide film . EAA Cessna 210 plane ftown by Bruce Moore. BACK COVER ... "Captain Eddie" is the ti~e of this Jock Moses watercolor poinffng, awarded on Excellence ribbon during the 1998 EAA Sport Aviation Art Compe tition. Jock can be reached at 7320 N. W. 19th St., Bethany. OK 73008-5670 . See AIC News for more information .
Copyright © 1998 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE IISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division. Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd.• P.O. Box 3086. Oshkosh. Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division. Inc. is $27.00 for current EM members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPlANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division. Inc.• P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Edrtor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/42&-4800. The words EM, ULTRAUGHT, FLY WITH THE ARST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AiEROBATlC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA Air Venture are trademarks of the above associations end their use by any person other than the aibove association is strictly prohibrted.
John Berendt 7645 Echo Point Rd. Cannon Falls. MN fS:X:R 507/263-24 14 Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490
Gene Morris 5936 Steve Courf Roanoke. TX 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne Chicago. IL 60620 3121779-2 105
Joe Dickey 55 Oakey Av. Lawrenceburg. IN 47025 812/537-9354
John S. Copeland 1A Deacon Street Northborough. MA 01532
Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430 Robert Uckteig 1708 Boy Oaks Dr. Albert Lea. MN 51:1XJ7 507/373-2922 Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833-1291 S.H. 'Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545
~/393-4775
StanGomoil 1042 90th Lane. NE MN 55434 612/784-1172
Minneapol ~.
Jeannie Hill
P.O. Box 328
HaNard. IL 60033
815/943-7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield. WI 53005 414/782-2633
Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724
George York
181 Sloboda Av.
Mansfield. OH 44906
419/529·4378
DIRECTORS EMERITUS Gene Chose 2159 Ca~ton Rd. Oshkosh. WI 54904 920/231-5002
E.E. "Buck" Hilbert P.O. Box 424 Union. IL 60180 815/923-4591
ADVISORS Steve Krog 1002 Heather Ln. Hartford, WI 53CJ27 414/966-7627
Roger Gomoil 321-1/2 S. Broadway Apt. 3 Rochester. MN 55904 507288-2810
Alan Shackleton P.O. Box 656 Sugar Grove. IL 6D554.Q656 630-466-4931
David Bennett 403 Tanner Ct. Roseville. CA 95678 916-782-7025
STRAIGHT & LEVEL
by ESPIE "BUTCH" JOYCE
This issue of VINTAGE AIRPLANE is printed just before the EAA Convention at Oshkosh and we are able to have a number of August issues to share with new members who join during the Con vention. If you're one of those new members reading this column for the first time, welcome! If you're reading this while at the Con vention in Oshkosh, be sure and visit the Air Adventure Museum, and take in the display of the collection of art created by Jim Dietz, one of the EAA "Master Artists" in the annual Sport Aviation Art Competi tion. It's quite a show, located just to the right at the base of the stairs as you walk in the museum. Don't miss it! Over the years the EAA has in fact grown to become a very large organization encompassing many different aviation in terests. Because of these, there have been special interest groups formed that cater to a particular segment of the overall EAA membership. I am proud to say that the Antique/C lassic Division is a very good example of an aviation special inter est group. If my memory serves me correct, the International Aerobatic Club was the first group to come under the wing of the EAA, with the Antique/Classic Division and Warbirds of America fol lowing shortly thereafter. You only need to look over the airport at Oshkosh during AirVenture '98 to see how diverse indi vidual aviation interests have become. Over the years, when these speciality groups were formed, there was a lot of work to do, and to help give each an identity, logo, name, merchandise, and other products came about through the leadership of the individual groups such as the Antique/ Classic Division. I guess by now you are wondering where I am going with all of this informa tion. Well, several years ago, as all smart corporations must do, you have to think
about your future and also clean up some past work. The EAA Board formed a committee to put together a strategic plan for the future of the EAA and all of its speciality groups. It is just this past year that you as a member have started to see the results of this effort. The new EAA logo was one of the first visible signs of this ongoing effort, and the next item that you may have no ticed is that the official name of the annual EAA Convention is now EAA AirVenture '98. A good deal of this has been made possible by bringing highly qualified individuals on board to fill some areas on EAA's staff. In the past, areas such as marketing and merchandis ing were handled by people who often had to wear a couple of hats in their vari ous areas of responsibility on EAA's staff. Now, people are in place to help the special interest areas. Please keep in mind that the Boards of Directors are very much involved in what is going on with the changes you will be seeing as they filter down throughout the speciality groups and your Antique/Clas sic Division . The strategic planning Committee was formed out of directors and membership (volunteers) and a few people from the staff. As president of your Division, I have been able to see in advance some of the improvements that are coming down the road, and I personally feel that as a mem ber, you will be as pleased with them as I am. All of the membership will benefit in the future as we continue to promote Vin tage Aircraft and Vintage Aviation. What can you do? I'd ask you to help us grow by asking your friends to join the Antique/Classic Division. By supporting your fellow members in this way, we will all benefit. One thing that has changed is the way that EAA bills for membership renewals. The renewa l system now being used has aligned your renewal date for all of your EAA related memberships. For instance, when you receive your renewal notice, it now includes your EAA membership dues
as well as your Antique/Classic dues. There have been a few members who were concerned about having to pay this total amount at one time. For them, they can choose to pay via a credit card, and then pay as they wish. If you find this re newal process a hardship, r would appreciate it if you would let me know about how this change is effecting you, as we continue to listen to our members. This issue of Vintage Airplane has a very interesting article about two individ uals' relationship with a Curtiss-Wright Junior. "Experiences With Jr." gives us the unique perspective of what it was like to build your own airport and fly from it as a teenager before WW-II. This month we've got a technical arti cle on setting the float on a Stromberg NAS-3 , thanks to the work done by the Cessna 1201140 club. We try to bring you as much of this type of technical informa tion as we can in Vintage Airplane. You just won't find this type ofinfornlation in all ofthe other magazines! There is a great deal of talent in the field when it comes to working on our older aircraft. If you know of an individ ual who has information such as this NAS-3 article, please encourage them to share this information with us to pass along to others. From Sun 'n Fun is a great report with beautiful photos of Deb Snavely's Stinson lOA for all to enjoy. Deb- nice airplane! In the article "The Worthington Collection" by John Under wood, there's a photo of one of our members, one taken a long time ago. Captain Johnny Miller (retired Eastern Airlines) is shown as a young record-set ting aviator. Today, Johrmy continues to fly his Baron and Bonanza and he's 93 years young . Check out the "Welcome New Members" page to see if someone you asked to join has done so. Hope you all had the chance to enjoy AirVenture '98. Be careful out there, let's all pull in the same direction for the good of avia tion. Remember we are better together, Join us and have it all !!! Butch .... VINTAGE AIRPLANE
1
A/C NEWS
compiled by H.G. Frautschy
"CAPTAIN EDDIE" Jack Moses of Bethany, OK created this watercolor painting based on a black and white photo of Captain Edward V. Ricken backer taken in Nove mber of 1918 in France. At the time, EVR was commander of Aero Squadron 94 and was America's "Ace of Aces," with 26 confirmed victories. Jack was born in Oklahoma City, OK in 1925, and as a child growing up, he read of Rickenbacker's exploits in the air and as a race car driver. Naturally, Jack admired him and in tribute to EVR, he has done this painting. Jack can't remember when he didn't draw. He says that after he grew out of his cowboy suit in grade school, he drew noth ing but airplanes. He was a tail gunner on Navy patrol bombers with squadron VPB 201 in WW-I1, and whil e work ing on hi s masters degree in art at Oklahoma Univer sity, he was recalled to active duty for the Korean war. After Korea, he worked as a commercial illustrator for the next 42 years, retiring in 1995. He's continued to draw airplanes all that time, and during the last reunion of the Lafayette Flying Corps in 1983, he was made an honorary member (# 19) for hi s contribution of hi s artwork to the reunion held in Colorado Springs that year. Jack does have 8x I0 color photographs of this painting available for $10 each - you can write to him at the address shown on the Contents page. APRIL SOLOS J-2 Members may reca ll the story we pub lished in the January 1998 issue of Vintage Airplane about Robert Stewart, Sr. and the Piper J-2 Cub he restored, the same Cub he and his brother Don had owned and learned to fly back in 1939. That was quite a story in itself, and now there's another chapter to
2 AUGUST 1998
add to the story . Mark Stewart, one of Robert's two sons, has flown the J-2, and now his daughter has as well. April Stewart (Below), who tumed 16 this past may, soloed the J-2 during the evening of June 26, 1998 at Sentimental Journey in Lockhaven, PA at Wi lliam T. Piper Memorial airport. April had accumulated 13 .6 hours of dual instruction prior to her solo from in structor Al Murray of Albany , NY. As April taxied out for her solo flight, a crowd of 150 onlookers crowded the flight line to witness the event. In the crowd were her grandparents, her dad, uncle Bob and many CFII's, the FAA , airshow announcer Ro scoe Morton, and man "old pros" to check out the latest Cub pilot. The crowd of spectators didn 't faze April at all, as she performed her three terrific full stop land ings. April made three-point landings and made the pros envious by "greasing it in" and rolling out in less than 300 feet. The J-2 has a 37 hp Continental A-40, with a single mag and no brakes. After the flights, April was greeted by a huge round of applause and 25 or more peo ple signed her logbook, including Bill Piper, Jr.. Needless to say, April was just delighted with her newly acquired flying sk ills and Grandpa and Dad were equally thrilled. Her grandfather's advice after her solo? "Now it' s just a matter of practice. For the rest of your life - every time you go up -you're going to learn something new." Congratulations, April! 10n1 CAMPAIGN We'd like to add out thanks to members Jerry McKnight and John Pickney for being the latest additions to the Antique/Classic Division 's lonl campaign honor roll. Both have each sponsored a new member and helped our Division grow, and at the same time, made themselves eligible for some great prizes to be awarded During EAA Air-
Venture '99. Prizes to be awarded include a Garmin GPS 195, an aviation handheld trans ceiver and an aviation headset, along with other Antique/Classic merchandise. For your first recruited new member, as a sponsor you'll receive a stylish collector's cap featuring the A/C logo. Recruit two members, and you'll receive an AlC jacket patch and a free videotape. Sign up three new members and you'll also receive a FREE one year AlC Division membership renewal. Use the enclosed insert to send in your sponsored memberships, or you can call 1 800-843-3612 to join the Division. Be sure to give your sponsored member your EAA number and have them mention your name and numb er as yo ur spon so r in the An tique/Classic Ion I campaign. Thanks for helping your Division grow! EAA ANTIQUE/CLASSIC CHAPTER29SCHOLARSmPS EAA Antique/Classic Chapter 29 in Liv ermore, CA will be awarding $1 ,000 scholarships to support outstanding students pursuing knowledge in aviation technolo gies. Planned to be an annual scholarship, this year's awards will be presented during the Hayward Air Fair '98 at Hayward air port over the Labor Day weekend, September 4-5. For information, call 1-925/455-2300 and ask for the Scholarship Coordinator. 120/140 CONVENTION This year's International Cessna 1201140 Association's convention will take place in Chino, CA. September 24-27 are the dates for the event, based at Chino airport, (CNO). Fly-outs, fOlUms, shopping and jUdging will all be part of the fun. If you're interested in the littlest Cessnas, and need more informa tion, contact the local hosts, John and Eloise Westra, Ontario, CA 909/947-4456. -Continued on the inside back cover
by George Crum
"Grumpy" from "Snow White and the Seven Dwarfs" adorned the nose of George and Bob Crum's Curtiss-Wright Junior, a light plane that gave them a couple of summers of unforgettable memories.
was in 1935 that brothers Bob and George Crum became in terested in learning to fly . World War I had advanced aviation and resulted in substantial public and private interest in flying. It was the era of the Ford Tri-Motor a irplane, the crop duster, the Piper Cub and increas ing commercial air transportation. Bob and I were caught up in this increased interest in flying and decided to learn to fly and see where it would lead us.
It
We took lessons at the Sacramento Airport trom instructor Vic Russell. Af ter eight hours of instruction we soloed in a Piper Cub. We earned a solo pilot's license. Some 10 years later, Bob joined the Army Air Force, earned his wings and became a flight instructor during World War II. I went on to qualify for a private pilot's license. Back to the story. Having learned to fly , we decided to see if we could ac quire an airplane. Seems like a tall
order since these were depression times, but it turned out to be relatively easy. We learned that a Mr. Tabor of Esparto had a Curtiss-Wright Junior for sale . I jokingly referred to as the third model the Wright brothers made. Actually, it was a Class I aircraft. There were two open cockpits, dual controls, with the engine located be hind the single wing making it a pusher type aircraft. It was powered by a three-cylinder Szekely engine. The VINTAGE AIRPLANE
3
engine designation was SR03 . The S stood for Szekely, the engine manufac turers name, the R stood for radial engine, the 0 stood for overhead valves, and the 3 stood for three cylin ders. Cruising speed was 65 miles per hour. We had between us $375; how ever, Mr. Tabor wanted more. So in order to make the deal, we had to in clude our boat, outboard motor and trailer. The purchase was made and now we had an airplane. But where do you find an airstrip when your father has all-orchard prop erty? Well, we had a neighbor, Teddy Heinz, who grew mostly grain and had a 160 summer fallow field that he kindly let us use. With our father's land preparation equipment, we smoothed down runways, taxi strips and tum circles. From the air, the field had the out line of an airport. Aircraft flying over this area would discover what looked like an airport pattern that did not ap pear on their maps. Often-times they would circle to get a better look and occasionally they would land. One pilot who landed his plane was flying a WW-I Jenny. He discovered he had a two foot by six inch tear in the fab ric on his biplane's wing, so he decided to fly to Sacramento and get it repaired. Walter Jorgensen, the local Shell Oil Company distributor, supplied us with aviation gasoline in 55 gallon drums. Aviation gas was cheaper than gas for autos, since there was no high way tax on aviation gas! Walter also gave us a Shell Oil Company windsock to indicate wind direction for landing and taking off. When we installed the windsock we really felt like we had an airfield. Our Curtiss-Wright Junior was a lot of fun to fly. It would become airborne after a short run and take very little runway to land. Instrumentation con sisted of a gas gauge and an oil pressure gauge. There was no altimeter for de termining altitude, no airspeed indicator, no radio, no rate of climb and no com pass. As the saying goes, we had to fly by the seat of our pants. We asked our aunt Martha, who was an artist, to paint on the nose of the plane a color likeness of Grumpy, one of the 4 AUGUST 1998
dwarfs in the Disney production, "Snow White and the Seven Dwarfs." We were proud of that insignia. Our mother didn't worry about our flying as long as we would fly over the home after we took off. I guess she fig ured so far, so good. She had plenty of spunk and brother Bob took her up. After a flight over the local area, Bob landed. When asked how she liked the flight, she replied, "Just fine," and con tinued by saying "next time I go up I plan to keep my eyes open." Besides flying for the fun of it, we did one useful thing with our airplane. A grain farmer contacted us and told us he was missing two dumps of grain sacks released from his harvester. You see, in those days, grain was not bulk handled, but rather sacks were filled with grain on the harvester , sewn closed and dumped down a slide to be released when the slide held about 10 sacks. We agreed to fly over his field and see if we could locate two dumps of sacks. We flew for some time and saw nothing. Then all of a sudden we spot ted a dump of sacks. This gave us the correct perspective regarding the size the sacks would appear from the alti tude we were flying and immediately spotted the second dump of grain sacks. We gave the grain farmer the loca tion of his two dumps of sacked grain and he was happy, and we felt pretty good about it too! After a summer of flying, we realized we would have to store the Curtiss Wright Junior for the winter since our runways became mud. We removed the wings and stored them along with the fuselage in a bam. The next spring we assembled the wings on the fuselage and we were off flying again. We noticed, however, that the fabric covering on the wings looked rough. Fortunately, the aeronautics in structor of the Sacramento Junior College agreed to replace the fabric on the wings at no cost to us in order to give his class experience in aircraft maintenance. When we picked up the recovered wings, the instructor said, "You don't mean to say that you flew your plane with mud in the wings?!"
This surprised us, but upon reflec tion we realized it was possible since Putah Creek had overflowed its banks that winter. This silt in the wings veri fied that the floor of the barn had flooded, depositing silt in the wings. I guess our guardian angel flew along with us. We put the recovered wings back on the Curtiss-Wright Junior and had many happy hours of flying that sum mer, and some not so happy. A teenager with a solo pilot's li cense and a few flying hours under his belt is about as dangerous as a teenager who has his first driver's license and a few miles under his belt. So it wa s with me. I thought of myself as a dare devil pilot. One fine Saturday morning I de cided to take our Curtiss-Wright Junior up. Naturally, I set a course for Davis, where my best girl resided on the north edge of town - the corner of eighth and B streets. I located her residence and flew over the house and found she was riding her horse, Tony, on the field north of her home. Being a daredevil pilot, I flew low over the field, cut the throttle and called out, "Hi Jo, hi Jo." Tony didn't think too much of the antics of the daredevil pilot and became a little hard to handle. Little did I know that Jo 's father, Professor Robert F. Miller of UC Davis, who I hoped would some day be my father in law, was also taking a very dim view of the antics of the daredevil pilot. Jo heard me call to her and waved. I thought the field below looked fairly level so I circled around 'til I was headed north, cut the throttle and landed. Tony lost his fear of the air plane since it was not moving and the engine was not making noise. Jo rode Tony to the plane and we had a nice conversation. When it was time to take off, I no ticed the ground was a bit soft. There were power lines at the end of the field to clear, and there was a strong north wind. But what the heck, this is no problem for a daredevil pilot! I was slow in gaining speed due to the soft dirt and the headwind from the north,
but at last was airborne. However, there was a problem. The power lines at the end of the field were getting close and I figured I couldn't gain enough altitude to clear them, so I de cided to abort the takeoff and land. I cut the throttle, and the strong north wind stalled the plane, which dropped about 50 feet, breaking off one of the two landing gear wheels. Well , needless to say, the daredevil pilot was disgraced, mortified and hu miliated in front of his best girl. Joe rode Tony over to the plane . I was uninjured physically but destroyed mentally. She asked ifI would like a ride on Tony to her home so I could call the ranch for help. So I climbed on Tony behind Jo and left the field feel ing exactly like the part of Jo's horse I was riding on! Oh, and the Curtiss-Wright? We came back with one of the flatbed trucks from my dad's ranch, took the wings off and hauled the airplane home . Fortunately, all I did was break the landing gear tubing on the right wheel, so a good welding job took care of that problem. And Jo and her father, the professor? Well , he and I got to be pretty good friends after I graduated from UC Davis and had become a Naval officer. I guess he felt there was enough substance in this young man that he could overlook his daredevil pilot antics and grant him permission to marry his daughter. Jo and I have been happily married for 54 years and have raised three great sons.
The Last Flight of the Curtiss-Wright Junior It was in the summer of 1936 my brother Bob and I decided it was time to sell our Curtiss- Wright Junior air plane . This was a hard decision to make because we loved to fly. How ever, we needed to concentrate on getting an education and earning some money . Flying and caring for an air plane took too much time and money. Our sa le price was $375. A man from Fairfield agreed to our price so we arranged for him to come to our makeshift airport and take possession. That day we were putting in as much
flying time as we could. After all, we were going to part with an old friend . The buyer of the airplane arrived at the airfield in mid-afternoon while Bob and our mechanic friend, Jeff Davis, were taking the last flight of the day before turning the airplane over to the new owner. They were flying over Dixon at 1,5 00 feet when the three-cylinder ra dial engine mounted behind the wing failed. The slip rings that hold the con necting rods to the crankshaft failed , leaving the pistons disconnected. The top piston moved down in the crankcase until it was part way in the cylinder and partway in the crankcase. The crankshaft, turning at several hundred revolutions per minute, suddenly stopped turning when the crank throw encountered the top piston, causing the propeller to shear its key in the pro peller shaft and un sc rew the nut holding the prop on the shaft. The propeller, now free of the prop shaft, was still turning. On its down ward flight, it cut a foot and a half section out of one of the four control tubes that form the fuselage , and it just missed the control cables. A Dixon man watering his lawn and observing this strange aircraft watched the pro peller descend and land some 60 feet away from where he was standing. Back to the Curtiss- Wright Junior without a propeller several hundred feet in the air. Jeff panicked and pulled back on the stick. Bob realized this was wrong since the plane would stall and spin to the ground, so Bob pushed forward on the stick. Jeff pull ed back on the stick and the plane was describ ing a wave motion through the air. Finally, Bob pushed the stick for ward and held it there. Jeff let go. Now Bob was in control and looked for a suitable field north of Dixon in which to land. He saw Sievers ' alfalfa field just ahead and figured his glide angle was just right for him to make and landing on the firm ground between the rows of baled alfalfa hay . Bob executed a perfect dead stick landing. Then he called the ranch. Our dad and I left the ranch for the scene of the forced landing on Sievers Road .
We thought we were going at a fast clip when a car passed us, going even faster and with a propeller sticking our of the rear window! Did this mean that other parts were scattered around the countryside? Just a little further down Sievers Road, we spotted the plane in Sievers' alfalfa field . It looked as it always did except there was no propeller and there was a hole a foot and a half in diame ter in the fuselage. Thank goodness Jeff and Bob were unhurt thanks to Bob 's skilled handling of the controls. Much later, while Bob was a flight instructor in the Army Air Force, he experienced power failure in both en gines of an AT-II upon takeoff. He attempted to start both engines, moved the personnel from the nose of the plane to a safer position, and exe cuted a perfect dead stick wheels up landing from which all personnel walked away without injury. The Army Air Force examining board hear ing indicated that he had followed all prescribed procedures to bring the plane to a safe landing. Needless to say, the buyer from Fairfield was happy he wasn't the one at the controls when the engine blew up! We ended up selling our Curtiss Wright Junior for $75 to a fellow in Marysville who wanted it for parts. Whatever the cost, the experience and knowledge we gained from our Curtiss-Wright Junior adventure was well worth it. Bob joins me in expressing the ad miration we have for our parents, who allowed us to spread our wings and fly . Postscript: I did continue to fly for a while after we sold the Junior, earn ing my Private Pilot 's licen se in the Civilian Pilot Training Program (CPTP) . Bob, as I mentioned, served in the Army Air Force, and then later in the Air Force Reserve. In later years, we found we had difficulty making time for flying , with the de mands of our new families and our farming enterprise, but we've long cherished the lasting memories that Curtiss- Wright Junior gave to a cou ple of neophyte aviators. .... VINTAGE AIRPLANE
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Then and now-Tony LeVier and t he Schoenfeld Firecracker. In this shot from 1939, taken during the Nationa l Air Races at Cleveland over Labor Day weekend, Tony shoehorns himself into the tiny cockpit of the Menasco-powered racer. The young man in the knickers and cap seems just as interested in the photographer! John UndElfWood Collection
REMEMBERING
Tony LeVier
by Jo hn Underwood He was one of my icons, beginning c. 1939, when I attended my first National Air Races at Cleveland. We lived in Erie, Penn sylvania , which was, in California terms, just up the road. I got to go to the races with my Dad in an American Airlines DC-3, which I like to think was piloted by Ernie Gann. I don ' t actually remember much about the races, only the military presence and all the war talk. Anyway , that year Tony finished second in the Thompson, which was the main event insofar as the spectators were concerned, and that's where he first shows up in the scrapbook I kept. I didn 't get to know LeVier until I went to work for Lockheed in the '50s. They as 6 AUGUST 1998
signed me to F-104 engineering, which was for me the best of all possible places to work, even for the guys at the bottom of the pecking order. LeVier, Lloyd Stearman, Fish Salmon et al were frequently on the premises and very often the talk was about air racing, because my section was near where all the old racing hands congregated. We also had a bunch of ex-Luftwaffe jet pi lots, so the coffee breaks were always entertaining. In those days I had a half interest in a Monocoupe, N6730, which subsequently caught LeVier's eye. One day he walked pass the hangar, stuck his head in the door and hollered, "Hey, that's myoid airplane!"
It wasn't, but he had flown it more than he had his own Monocoupe, which was NC6724. They were sister-ships, both based at old Alhambra Airport when Tony was flying anything he could get his hands on. Hey, LeVier's logbooks were a delight to peruse. There was never an airplane that intimidated him to the extent that he would n't try to fly it if the opportunity came his way. Indeed, LeVier's confidence was such that he came to believe early on that the air plane he couldn't handle had yet to be built. There was, for instance, the time he per suaded the Schmuck brothers that they needed another test pilot for their new Kinner powered Sportster, which they hoped would
soon be coming off the production line by the dozens, if not the hundreds. It was still an experimental airplane, but had already been sold to a gentleman named Dessieux. One day Tony took the Sportster up for an airing with Dessieux ensconced in the back seat. He wanted to take a tum at the stick, so LeVier relinquished the controls and they climbed away from the field at an angle which see med excessive and in creased with each passing moment until the Kinner quit cold. LeVier grabbed the stick and got the nose down, but the Sportster was sinking too rapidly to clear power lines at the end of the field. The wires arrested all forward progress and the plane plum meted nose flfst to the road below. Luckily, it didn 't bum and neither occupant was in jured. As far as I know, that was Tony 's first prang of any consequence. He was to have many more in practicing his profes sion, some of them very nearly fatal. When Tony retired in 1973, he decided to breathe new life into N6730. The Mono coupe was by then sadly in need of a full measure ofTLC and it took him severa l years to make it airworthy again, even with a considerable amount of help from the aforementioned brothers Schmuck. Unfortunately, NC6730 turn ed out a whole lot heavier than it had been in 1930, as was Tony himself. He'd added brakes, a tail wheel and a beefier spar for the wing, plus a few pounds of personal avoidupois. It was too overweight for passenger work and only hi s daughter, Toniann, got a ride before it was donated to the National Air and Space Museum, which gave it to the California Mu seum of Science & Industry in Los Angeles. In his career as a test pilot, which proba bly lasted longer than anyone else's, LeVier flew more than 260 types of aircraft. The heaviest was the C5A and the smallest was the VJ-24 hang-glider, which weighed about 80 pounds. Tony once told me his favorite airplane was the Schoenfeldt "Firecracker," which carried him to fame in 1938 when he won the Greve Trophy Race. UnfOltunately, on the landing roll-out the tiny wheels tripped him up when he tried to taxi from the turf to the cement, which was raised several inches. The result was a broken spar. That cost him his very good chance of also win ning the Thompson Trophy. The following year he fmished second in the Thompson, but was having cooling troubles he had not had in '38. LeVier had other favorites, too, depend ing on who he was addressing and as a speaker he was very good. Listening to LeVier was always entertaining, even if
The post-war period was a busy one for Tony. The classic post-war Goodyear racers, the "Cosmic Wind" series, were built by Tony LeVier and Associates. Tony himself flew SIN 101, N20C to a forth place fin ish in the first Goodyear race in 1947. This photo was taken in 1949. EAAlGeorge Hardie Collection Pete Bowers photo
you had heard the story before. Anyway, I think he was equally fond of other air planes, bei ng intensely loyal to Lockheed and Kelly Johnson, but the "Firecracker" was such that he often spoke of wanting to write a book about it. Incidentally, the racer survi ves, thanks to Ed Maloney, and is domiciled at Chino at The Planes of Fame. LeVier was a Lockheed test pilot for 33 years. Before that he made hi s living as a fli ght instructor and racing. LeVier had a LeBlond-Porterfield in 1935, but things were pretty slow until he came up with the idea of the 5-minute lesson. Five minutes was what it took the Porterfield to fl y the pattern at old T&A (Telegraph & Atlantic), fro m takeoff to landing, and it was time enough to run a student through the basic maneuvers, except spins. The 5-minute les son cost 50 cents and it brought in enough customers to stay in business, just barely. Elimination of the sta ll-spin acc ident became LeVier's great crusade. He himself very nearly augered in with a passenger in NC6730. He was turning onto final at the
old Monrovia Airport when the passenger got his long legs entangled with the control stick , which was easy to do in such a cramped cockpit. Hi s buddies watched in horror as the Monocoupe disappeared be hind an elevated railroad embankment, then reappeared making a wobbly climb-out. LeVier's recovery had been too low to be seen from the airport. His legs were a little wobbly, too, when he heaved himself from the cockpit a few minutes later. In later years, having formed an organi zat ion known as SAFE, which was an acronym for Safe Action in Flight Emer gencies, LeVier lobbied for better training standards. To him the notion that it wasn't necessary to learn spin recovery technique, because modem airplanes are mostly spin proof, was as inin e if not criminal when applied to the training syllabus. He almost made it to his 85th birthday, but a long battle with cancer finally con clud ed, an d Tony left us with only memories and photos of a Golden Age of Aviation icon. ...
This shot was taken during EAA's "Golden Age of Air Racing" program, a highlight of the 1991 EAA Convention. Thanks to Ed Maloney of the Planes of Fame museum, EAA members could see Tony and the Firecracker reunited once again. The racer is part of the Chino, CA museum's collection. John Underwood Collection
VINTAGE AIRPLANE
7
STROMBERG
CARBURETOR TOOLS
b y N EAL F. WRIGHT
From the Cess n a 120/140 Newsletter
Vintage A irplane Editor's Note: While it's not generally recommended that carburetor overhauls be done by owner/operators, these additional tips, used in conjunction with the Bendix/Stromberg Carb Overhaul manual, can help you and your AI or overhaul shop do an overhaul on your Stromberg NA-S series carbo These in structions are not a complete description ofthe overhaul and testing procedures, nor do they replace any procedures in the Stromberg manual. Be certain to checkfor applicable Service Bulletins as well. They may include SB's 71, 73, 74, 76,79 and 84. After overhaul,
be certain to check the "float drop" sometimes referred to as "needle lift .. perSB 84. Finally, a reminder concerning the various needles used in the carb during its service life. Originally, the NA-S3 series used a stainless steel needle rest ing in a sharp-edged seat. When that combination didn't proved to be very durable, they went to a synthetic rubber needle tip resting in a new, radiused seat. The rubber used on the tip was not neoprene, contrary to what has been commonly written. Later, after market versions ofthe needle, not made by the original manufacturer, were
CARBURETOR FUEL HEIGHT-SETTING TOOL FOR THE STROMBERG NA-SlA1
When the Stromberg needs some old-fash ioned know-how to accomplish an overhaul, these tips and tools will help you and your AI to do the job. Note that some artistic liberties are taken in order to make the sketches under standable rather than accurate as to relative sizes of the parts. The tool illustrated here is made from a piece of aluminum angle and the dimensions shown are what came of using a piece about that size-the only critical dimensions are those of the length of the "fingers." The ideal distance from the top edge of the bottom half of the carburetor to the fuel leve l when the thickness of the gaskets under the inlet seat is 13/32" (0.406), from the Stromberg books and service letters. Without a tool like this, it is very difficult to properly assess the fuel level because there isn't much space, not much "see ing" space, and the fuel "JUMPS." One of the nice words taught in physics is "meniscus," and it means the arched interface of any fluid to the wall of its container. How 8 AUGUST 1998
made with neoprene at the tip, and they were the subject ofa service bul letin issued in 1963. At that time, the needle was replaced by the original manufacturer with one tipped with Delrin®, a plastic impervious to aro matic fuels. None of the neoprene tipped needles should be used-and the older Bendix produced parts with the correct rubber tipping should have been scrapped years ago, due to age. Only the Delrin® tipped needle is cur rently produced by the manufacturer who has the rights to the Bendix line of carburetors, Precision Aeromotive.
FIGURE 1
NOTES 1. MATERIAL IS 0.125" ALUM. ANGLE. 2. BREAK ALL EDGES. 3. SEE TEXT REGARDING LEG CUTOUTS. 4. THE CENTER LEG IS 13/32 (00406 "). THE SHORTER LEG IS 0.374" AND THE LONG LEG IS 0.430". EACH OF THE END LEGS IS SHORTER OR LONGER THAN THE DESIRED LENGTH BY 2164" (1/32").
FIGURE 2
FUEL
FLOAT
KEEP TOOL CENTERED BETWEEN CARB BODY AND FLOAT.
CARB BODY
NOTE: NOT TO SCALE.
THIS VIEW IS INTENDED TO SHOW THE RELATIONSHIP
OF THE FUEL, DEPTH TOOL, FLOAT AND CARB BODY.
extreme the meniscus is is a function of its viscosity and the cleanliness of the wall where the top of the fluid touches it- for gasoline, with a low viscosity, there is a significant menis cus formed at the interface of the fuel and whatever tool is used to probe its level. Because the fuel seems to jump as the tool touches the surface of the fuel, it is difficult to determine the actual level of the fuel as closely as you would wish when considering the range of tolerance Stromberg specifies, but this tool makes it easier because it has a fin ger which is just right, a little long, and a little short of the ideal 13/32". Note that there is a separation be tween the fingers; if you assume that a stair step arrangement for the fin gers would be easier to make and would be just as good, be forewarned that the meniscus which forms on the long finger as it dips into the fuel will lead to a capillary movement of the fuel which makes it appear that
the shorter finger(s) is the actual depth, but when you make the tool as shown with the separation, there is no capillary action between fingers and so you get the best assessment of the level. The usual caveat of: "break all edges" is included on the sketch, and it is important to make sure that are no burrs on the bottom ends of the fingers because any little projec tion would start the climb of the fuel on the finger. To Make The Tool, see Figure 1, plus remember: 1. The cutouts between the legs are necessary to prevent the gaso line from "jumping" from one leg to the other. It is important, whatever tool is used to measure the depth of the fuel, to make sure the measurement is made away from the wall of the car buretor. Now take a look at Figure 2. This illustration shows the relation ship of the fuel, the depth tool, the
float, and the carburetor body. Un less there is a gap between the tool and the wall of the carburetor as shown, two things can modify the ap parent depth, and these are: 1) the slight radius of the tool corner can sit up on the edge of the carburetor, making it easy to misjudge the height of the fuel, and 2) that bugaboo of the action of capillary action by fuel between the wall and the tool will force the fuel to climb a surprising amount. There isn't much play room between the wall of the carburetor and the float, so we are talking here about a 1116 or 1/8" separation of tool to wall. The four scenes of Figure 3 illus trate the four possibilities of the fuel level - much too low, next, deep enough to touch the finger which is 2/64" (2/64ths are used here because the tolerances of the level and the thickness of the gaskets under the seat are discussed ill 64ths by Stromberg , so I have stayed with their convention), and then what ap pears to be about the right depth since both the too-long and the just right fingers are immersed in the fluid, but the too-short finger is not. Finally, the other extreme of having all three fingers in the fuel, indicat ing that the fuel level is too high by at least 2/64" .
CARBURETOR
NOZZLE TORQUING TOOL
The tools shown in Figure 4 al lows torquing the nozzle; without a tool such as this, a secure attachment to the nozzle during tightening is im possible unless one has a deep, deep socket wrench which will fit the noz zle. The tool shown here is easy to make if one has access to a torch since the wrenches can be easily bent in the vise once made red hot. If you are really good at buying wrenches, you could get a combination wrench, with the box end for the nozzle and the open end the correct size to fit your torque wrench, normally 3/8 or 112" - if the open end is not exactly the size needed to fit the torque wrench, the open end can easily be VINTAGE AIRPLANE
9
FIGURE 3
USING THE FUEL LEVEL TOOL
(See text for complete description)
CARB BOWL
FUEL LEVEL TOO LOW 足 FUEL DOES NOT TOUCH TOOL FINGERS.
CARB BOWL
FUEL LEVEL IS CORRECT 足 0.406" (13/32") FROM TOP OF BOTTOM HALF OF CARB BOWL TO FUEL SURFACE. FUEL JUMPS TO CENTER TOOL FINGER AT FUEL LEVEL.
10 AUGUST 1998
CARB BOWL
WITHIN 2/64" OF CORRECT DEPTH 足 FUEL JUMPS TO FORM MENISCUS AT LONGER TOOL FINGER.
CARB BOWL
FUEL LEVEL IS AT LEAST 2/64" TOO HIGH 足 FUEL JUMPS TO SHORTEST TOOL FINGER.
opened to the correct size with a mill or simply a good file and some pa tience. It is important to torque the nozzle, just as it is critically neces sary to torque the needle valve seat. In order to be able to properly tighten and torque the nozzle , we took a box end wrench and bent it such that it could fit down in the ven turi on the nozzle. The end without
the hex opening was shaped such that the torque wrench can get a pur chase, and this was made easier by cutting a 3/8" slot in that end.
The fuel inlet needle seat, made of brass, looks something like the one shown in Figure 5.
It has two portions of a wide slot which are to be used to install and torque or remove the seat. Screw drivers the size necessary to properly fit in the slot remainders are few and far between, but it is important to use something with a wide enough and thick enough blade that there will be no tear-out or burring.
CAUTION: Don't use the wrong size screwdriver bit- trying to in stall the seat with a regular screwdriver or by only engaging one side properly will most likely result in a burr or distortion of the needle seat, requiring its replacement.
FIGURE 4
I"--\.:_
,------~==~==~ " II
OFFSET
NOT TO SCALE A COMBINATION OR BOX END WRENCH IS HEATED AND BENT TO ALLOW THE BOX END TO TORQUE THE FUEL NOZZLE IN THE VENTURI. THE OPPOSITE END OF THE WRENCH IS SHAPED TO ALLOW A 3/8" OR 1/2" TORQUE WRENCH TO ENGAGE THE TOOL. • REMEMBER TO CALCULATE THE TORQUE VALUE OF THE FUEL NOZZLE WITH THE OFFSET DIMENSION OF THIS SPECIAL TOOL TAKEN INTO ACCOUNT.
FIGURE 5
PARTIAL CROSS SECTION STROMBERG NEEDLE SEAT
We recommend the following tool. This tool (see Figure 6), a bit made to be used with a socket wrench , is just the ticket for in stalling or removing the needle seat since the size of the blade ensures a snug fit in the split slots of the seat. Tools like this are readily available from all socket manufacturers - we believe it is necessary because of the importance of properly torquing the seat - if you don't do that "little" step, there will be an insidious leak via the threads of the seat which will defy a search. We hope these tips will help you and your AI and/or overhaul shop perform a long lasting, accurate overhaul of your Stromberg carbure tor. They're very good carbs , but they can be deceptive - simple in concept, they need accuracy when work is performed on them. ....
FIGURE 6
3/8 OR 1/2" DRIVE FLAT SCREWDRIVER BIT
VINTAGE AIRPLANE
11
THE FIRST VOYAGER
by H.G. FRAUTSCHY
Debbie Snavely, A&P
Lake Placid, FL
National Stinson Club (108 Section), and between the two of them, the 108 series of airplanes is very well covered in the type club world. She really appreciated the ag足 gravation and everything else he put up with while she rebuilt the little lOA. "Men have a tendency to want to help, and then they do it." (Rats - we've been busted, guys- HGF.) "Bill let me do it, so I really want to say thanks a lot to him," Deb re-
The three-place Stinson lOA Voyager was a popular pre-WW-II airplane, with 500 examples built before the war preempted production in Wayne, MI.
called with a grin. She's owned the project for eight years, ever since Rusty and Melinda Barnes passed along the lOA to her. With the exception of a couple of small items, it was a complete airplane, and was in pretty good repair. The wooden horizontal stabilizer had been com足 pletely replaced. The elevators on the lOA are steel tube with pressed steel ribs, as is the rudder. There was a little repair work to
be done on the tail structures, but nothing a general and thorough cleaning up and re足 painting couldn't handle. Debbie did all this work as the airplane was restored, putting her A&P skills to work in a practical mode. She earned her A&P license in 1989, having spent time with George Heinley, who used to work for the Franklin Motors Company. Deb and Bill, who had been an A&P for many years, bought their home from George,
and Deb spent a lot of time bugging George when she was a youngster. "How does that work?" and "Why do you do it that way?" were all questions she used to ask the older man. She learned a lot from him, and later fig ured that an A&P would give her a certain amount of independence from having to rely on others when it carne to maintaining her air planes. She's got her own hangar, complete with a white floor that her husband says is as bright and shiny as the neatest shop of a corpo rate FBO. The hangar is guarded by five real watch-peacocks. Deb says they let her know very quickly with a lot of screeching, as only a peacock can, if anyone is near her hangar. Being married to Bill as another A&P (he has his LA.) with great welding ability was certainly an asset, as Deb imposed on his skills for the repairs needed on the fuse lage. There were a few spots on the fuselage that did need a little work, but nothing unexpected - they were of the "rusted out lower aft longerons" variety. The fuselage on the 1OA is a steel tube truss with a set ofwood formers and stringers added to fill out its shape. That much wood working can be a formidable challenge for some restorers, but Deb dove right in, re-
14 AUGUST 1998
Bill Snavely, husband of restorer Debbie Snavely, flies the lOA (Debbie had to return to Lake Placid to attend to business) in the early morning hours east of Lakeland. Debbie's restoration of the Voyager was honored with its selection as the Best Monoplane of the 1998 Sun 'n Fun EM Fly-In.
placing what she needed, and using much of what was available. She feels the wood working can be intimidating for some people, as can dealing with the Franklin en gines that power the lOA and its later kin, the
108 series. "Most people don't understand them ... so most people buy a Continental or Lycoming and are perfectly happy with it." Deb enjoys working on the Franklin, and in fact it's all she flies behind these days. An
Arnold Greenwell
interesting sidelight is the installation of a McCauley controllable propeller, originally used by the factory as test prop for one of the options available on the lOA. Deb's work running the National Stinson Club (108 Section) has helped her and Bill knock out some misinformation about the airplanes and their power plants. It also helped while she was rebuilding the lOA. One day a fellow in the club called and told Deb he had a 6 inch Grimes landing light Arnold Greenwell
(the type that are motor driven into position) but what he really needed was a 9 inch ver足 sion of the same light. That was just what Deb needed to hear-she had a 9 inch, and was willing to trade. The little Voyager got its correct landing light. On another occasion, Deb was keeping watch in the Type Club tent at the Sun 'n Fun EAA Fly-In when another member asked her if she was still looking for the distinctive etched, stainless steel decorative emblems
used on each side ofthe fuselage forward of the door. "Why, yes," was her reply. The member told Deb where they were, so Deb scooted right over only to find the vendor closed. A return the following morning met with disappointment, as the emblems had been sold. Crushed, she returned to the Type Club tent, and within the hour the member returned. "Still need these?" he said. The thoughtful man had bought them to be sure Deb got them, and made them available to her for a reasonable price. Deb set out from the beginning to restore the airplane as original as possible, and to help accomplish that goal, she started with the headliner. It turned out to her satisfac足 tion, so she redid the interior upholstery in a ribbed whip cord that duplicates the Laid足 law broadcloth used in 1941. The Stinson logo was embroidered on the aft bulkhead access hatch, and on the side pockets up for足 ward in the cockpit. The center instrument panel woodgrain was duplicated by Bennie (Left) The clean landing gear of the Voyager can trace its heritage to the larger Reliant series. The landing shock loads are handled by a pair of "Springdraulic" shock absorbers mounted in the fuselage. The original plane came equipped with Hayes hydraulic brakes. Debbie has chosen to replace them with Cleveland drum brakes, due to the difficulty in maintaining the Hayes brakes. VINTAGE AIRPLANE
15
(Left) An RST Nav/Com and Narco transpon der are mounted in the panel behind the dual control yokes. The lOA cabin is other wise just as it would appeared in 1941, when it was finished out in Laidlaw broadcloth. (Far Left) The third seat for the other passen ger is turned sideways in the aft cabin.
cover, Debbie choose the Blue River process, using Ceconite with Randolph dope for the fmish on the fabric and enamel on the metal parts. She liked the Blue River process for its lack of smelliness, avoiding some of the mess from a solvent-based system. The factory Stinson yellow and Bonnet Blue color scheme was used, highlighted by the stylish chrome trim on the cowl openings and wheel pants. With only a couple of hours on the air plane, Deb flew the completed Stinson lOA Voyager to the 1998 edition of the Sun 'n Fun EAA Fly-ln. These models of the Stinson of ten gather a crowd, simply because they look so cute. You just want to pick it up and take it home, and it was easy to see Deb was thrilled to have completed the project. What's next on her list? The other Stinson lOA they have waiting at home. Having a complete restora tion signed off in her logbook, she can tackle the next project with increased confidence, knowing she can "do it myself." ...
Estes and Brad Hindall using the original production run that barely covered two years process . A couple of concessions were (production stopped in 1942 due to the de made in the fitting out of the instrument mands ofWW-II) 500 copies were built by panel. An RST Nav/Com was installed, the Stinson Division ofVultee Aircraft lo along with a Narco transponder. Deb also cated in Wayne, MI. It was even popular as a added an original factory option - brakes mount for the Civil Air Patrol's coastal sur for the right side pilot. veillance. Even the Army Air Corps found In the center of each control wheel is an the lOA of use, as they had 20 of the air original Stinson factory salesman lapel pin. planes in their inventory, designated L-9A The lOA was a pretty advanced airplane and L-9B. for its size and market. Many big plane fea With the structure complete and ready for tures trickled down to the littlest Stinson from the "big boys," including three-position flaps, a fully cantilevered tail structure, full ~ cantilever landing gear acting on "Spring- .E draulic" shock absorbers , and hydraulic ~ brakes. The deluxe version came with a full ~ electrical system (starter and generator), ra- ~ dio bonding and a parking brake. To the ~ uninitiated, the lOA looks practically the $ same as its predecessor, the 105 or HW-75, But if you look closer, you can see the revi sion to the fuselage, particularly the nose. The cowling and engine mount are six inches shorter, giving the pilot a better view over the nose. The windshield has a different contour to minimize drag a bit better, and the interior was spruced up a bit with the instruments flight grouped and some had the battery relo cated to just aft of the cabin bulkhead, making it easier to work upon. The biggest change is the installation of the 90 hp Franklin 4AC 199 engine, giving the airplane a top speed of 115 mph. The engine installa tion also moved the exhaust stack over to the right side of the airplane, providing some noise relief for the pilot, and all the flight controls rode on ball bearings. Debbie has installed a 100 hp Franklin 4 A4 100 B3 , which has the exhaust exiting through dual exhaust pipes. STINSON 10A The model lOA was pretty popular- in a 16 AUGUST 1998
VOYAGER
n I November, 1997, the Boxkite, constructed By Roger Freeman for the Hong Kong Historical Aircraft Association, was disassembled, crated and moved by a rental van from San Antonio, Texas to LAX, then via Cathay Pacific air lines to China. For more on the construction of the Boxkite, please see Part I of this arti cle published in the November 1997 VINTAGE AIRPLANE magazine. We're sorry for the delay between the two articles, but there was quite a delay in the opening of the airport, and things didn't go exactly as planned! Under the new control arrangement with mainland China, Hong Kong is now known as the "Special Administrative Region." Roger Freeman of Vintage Aviation Service, Inc., 6658 Gin Road, Marion, TX 78124, 830/914-2219, (Fax at the same number) , soon followed to reassemble the aircraft. The new airport at Chek Lap Kok was not ready for operation and the assembly was completed at the then-present airport, Kai Tak, with the help of Government Air craft Services personnel. To facilitate construction of a framework around the Boxkite for transportation by barge to the new airport, the outer wing panels were not installed. The voyage took five hours over the 40 mile distance, navi gating around bays, inlets and bridges. Then the Boxkite was lifted by crane onto the tar mac that is now the new Hong Kong airport. A series of press interviews and taxi demonstrations were conducted prior to the official acceptance ceremony and initial test fl ight. This flight was completed as scheduled on November 15, 1997 with much fanfare and congratulations all around by everyone responsible for making a complete success out of a rather challenging project. The entire aircraft was sprayed with fire retardant paint to comply with local fire regulations. While waiting for Check Lap Kok to officially open and for the new terminal building to be completed, the Far man Boxkite was completely disassembled and placed back in the shipping crates for safe keeping. On April I, 1998, Roger and his brother Chris flew back to Hong Kong to again re assemble the Boxkite and install a dummy rotary engine. It was made with Plexiglas® tubing for the cylinders, with round discs for the cooling fins, and was painted silver and gold to add a bit of authenticity. From the viewer's distance it is difficult to tell the dummy engine from the real thing. The Farman Boxkite now rests in its per
O
~
:
I I
--~ -
I ...-.
I
Part II by SAM BURGESS manent berth, suspended from the ceiling of the terminal building. There's even a bal cony erected for eye level viewing. Thus the HKHAA and Vintage Aviation Services have accomplished a monumental task by preserving the aviation history of Hong Kong with this replica aircraft display
for all visitors to their island to enjoy. Roger Freeman and his company deserve much credit for taking on an aircraft building pro ject with many historical problems to solve, not to mention the hazards involved in test ing an ancient aircraft design of unknown flight characteristics.
(Above) This commemorative flight duplicating the same flight at SHA-TIN, Hong Kong, China in 1911 is seen here taking off from the newly constructed airport at Chek Lap Kok. Piloted by Roger Freeman, the Farman Boxkite replica was the very first aircraft to make this inaugural flight dedi cating their new airport. In remembrance of the first flight by Charles Van Den Born, the antique design biplane now hangs from the ceiling on permanent display in the new terminal building. VINTAGE AIRPLANE
17
It took eight crates to ship the Farman replica to Hong Kong. The box in front contains the Lycoming engine for the test flight and the dummy rotary to be installed when the Boxkite is permanently displayed at the new airport. Shown here is the Government Flying Service hangar that houses two Beech King Airs and two Sikorsky S-76 choppers. The Lycoming was shipped back to Texas to power another replica.
The 747 of the Hong Kong based airline that transported the Farman to China from LAX, a 15:30 hour, nonstop flight. This is a late model 747 with the extended upper deck. In front is a replica of the very first air足 craft to fly in Hong Kong and the very latest aircraft to fly from there. Never in the wildest dreams of Charles Van Den Born, who flew the f irst aircraft in Asia, did he ever imagine this 86 years of aviation progress.
(Above) The final assembly was augmented by a group of English heritage citizens dressed up in the garb of 1911 to create an atmosphere of that day and age. Roger Freeman is on the far left dressed in the pilot motif when the Boxkite was first flying. (Above, right) Roger Freeman, owner of Vintage Aviation Services, plays host to Hong Kong newspaper reporters . The press conference covered the history of the Farman and the idea behind its replication . (Right) With the Farman keep in the hold of this ocean going barge, it was navigated through several estuaries and narrows to the new airport. (Below, right) Here the outer wing panels were removed and a frame built around the Farman for transport aboard the barge to the new airport. (Below) The Farman was assembled with the help of Government Flying Service mechanics who were very knowledgeable on antique aircraft. As the new airport and hangars were still under construction at Chek Lap Kok, the Boxkite was fitted together at the present airport at Kai Tak.
18 AUGUST 1998
Shown here is the logo for the Hong Kong Government Flying Service with the flower that replaces the British queen's profile on the local coins. They use dollars for their monetary exchange at 7.5 Hong Kong dol足 lars to one u.s. A view of a typical Hong Kong intersection . Note the double-decker streetcars. Public trans足 portation is utilized by most, as just renting a space to park your car is costly. Note the McDonald's arches. A hamburger is $17.00 .. . U.S.
(Below) Hong Kong is located on an island and is the brightest lit city in China . Kowloon on ma i nland Ch i na can be seen across the bay.
Shop foreman Tommy Anderson of Vintage Aviation Services accompanied the Farman Boxkite to Hong Kong and is seen here with the head of the dragon used during Chinese New Year celebrations.
(Above) Here the dragon per足 formers do their dance to exor足 cise away any evil spirits and gremlins that may have stowed away in the crates from Texas.
(Above) Ted Prior, Chairman of the Hong Kong Historical Aircraft Association, congratulates Roger Freeman on the fl ight of the Farman Boxkite at the new airport location, which was built primarily on reclaimed land.
(Above) Personnel of the Hong Kong Aircraft Engineering Company, who were helpful in the assembly of the Boxkite, prior to suspending it from the ceiling of the new termi足 nal building . They are aircraft apprentices . Yes, even today they do have old world ways in Hong Kong. Shown here are Lit, Kenny, Sam and David. (Above) While waiting for the new terminal building to open, the Boxkite was sprayed with fire retardant paint to comply with a local fire rule. Note the dummy rotary engine in the left lower corner of the picture. The Farman replica was test flown with a Lycoming 0-290 engine and the dummy rotary was installed when the aircraft was put on permanent display.
(Above) Roger's brother Chris is making some final adjustments to the tail prior to hoisting the Boxkite to its permanent display position in the new terminal build足 ing. SHA-TIN was the site of the first aircraft to fly in Hong Kong in 1911. (Below) The Farman Boxkite in its final position in the new terminal building appears to be actually in flight with its pilot and streamlined ailerons. The mannequin is looking down at the viewers from his lofty perch . This has to be one of the most impressive displays of an antique aircraft to be viewed anywhere.
20 AUGUST 1998
(Above) With the beautifully crafted mannequin of a pilot of 1911 in the seat of the Farman, Gordon Andresson of the HKHAA gives us an idea of just how large an aircraft the Boxkite is compared with our light planes of today. This lifelike replica of Charles Van Den Born (below), first to fly an aircraft in Hong Kong in 1911, adds a bit of reality to the display. Note the dummy rotary engine installed at the rear of the seats and tanks gondola .
The Worthington
Collection -Part II
by JOHN UNDERWOOD (EAA 1989, AC 1653)
An in-fl ight shot of Fokker F-l0, NC8047, later in use with TWA and among those scrapped after the Knute Rockne disas足 ter. Poor Fokker; for once in his life he couldn't convince anybody that his wood足 en wings were safe. My dad, an engineer with business on the west coast, would fly from Erie, PA to LA on the Fokkers. In those days it sometimes took longer to fly than to take the train, due to weath足 er delays. The idea of flying over the stuff was unheard of then, and 5,000 feet was about as high as you got.
VINTAGE AIRPLANE
21
A windy day in Los Angeles, CA, June 1931 sees a Packard Eight named " Cactus Kate's Kid" parked in front of a remarkable sight-the very first autogiro to be seen on the west coast. Johnny Miller (EAA37635, AlC 1054) was the pilot of th is first-ever coast-to-coast 'giro flight. The autogiro is a Pitcairn PCA-2, NC10781 . That's Johnny shak足 ing hands while dressed in a suit and his helmet and goggles next to the Packard's fender. In the mid-1930's Johnny would loop th is same auto足 giro when he flew with the American Ai r Aces air show. Johnny is still an active pilot, flying his Beech Bonanza and Baron.
22 AUGUST 1998
The Scenic Airways Ford was the first try at the tourist trade around the Grand Canyon. According to William T. Larkin's book, "The Ford Tri-Motors," this Ford is a 4-AT-B, SIN 22 built in June of 1928 and delivered to Sceni c that same month. Look closely at the wing engine exhausts-see how they exit the top of the cowling and then poke up to the top surface of the wings? A sister ship of the "fleet" was 4-AT-24, specially built to handle the high density alti足 tudes of the desert with a wing extend足 ed to 78 feet. Both were sold in the last quarter of 1929. SIN 22 was sold to a succession of owners, including Col. Reg L. Robbins, who was going to use it as the refueling airplane for a planned Seattle-Tokyo flight by the Lockheed Vega "Fort Worth." The airplane met its end in a power dive at West Orange, NJ on June 10, 1942. We don't know the names of the men with the airplane, nor the donkey. In later years, the donkeys where let loose in the area . Since they were not native to the Grand Canyon they've since become a big problem for native species.
VINTAGE AIRPLANE
23
Lindbergh is shown at Rogers Field, LA with Keystone K-78, X-7962, on demon足 stration tour, March 1929. CAL flew it to Oakland, CA. A female stowaway got aboard at OAK, no doubt thinking CAL was her pilot to SLC, but he'd gotten off at OAK. The guy who looks a little like Oliver Hardy is Harold "Cupid" Lynch, who took CAL on a barnstorming tour to Montana as his mechanidparachute jumper in 1922. Lynch was an instru足 ment instructor at Glendale at the time this shot was taken. He was killed in a weather related accident the following year. the fellow in the white suit and glasses looks like Edgar Gott, Keystone CEO, and Capt. St. Clair Street, the pilot in command, is having a smoke.
24 AUGUST 1998
PaSSitto
Buel{
by E.E. "Buck" Hilbert EAA #21 Ale #5 P.O. Box 424, Union, IL 60180 I never cease to be amazed at the members we have in our Division. The Antique/Classic Division has always been a gathering place for some of the most talented and dedicated men and women in aviation. Just reading the re sumes of nominees for the Board is an indication, but hardly scratches the surface. Our volunteer group is comprised of talent no one, not even Donald Trump, could afford to hire. And they'll work their hearts, hands and heads out, just for the Division, and that means for you and me. I'm glad to see you get those prox ies in, guys and gals, and extend a hand and a word of thanks to each and every one of these volunteers. Their reward is in what you see when you come to OSHKOSH and what you read in Vintage Airplane, and a word of praise and a pat on the back wouldn't be out of line. We see some of that talent in Vintage Air plane. Roger Gomoll's Vintage Airplane Safety in the June issue is great. Roger spends a lot of time and considerable effort to support Pioneer Airport, attends the Board meetings, and is al ways there when needed. He's following in his Dad, Stan's, footsteps and is a real credit to our group. His amplification of the hand propping problems shows how concerned he is for mem bers to do it right and safely. He also pushed my button with his Sounds of Silence in regards to engine failure and forced landings. Right on, Roger, and I'd like to add a few things. Several things come to mind immediately when considering an engine out condition or even a partial power failure. One ofthe most important things is to main tain control. Fly the airplane! Don't just chuck your brain and commonsense out the window because the engine quit. You still have controls, and with those controls you have command of the situation. Just keep your cool and take the advice of that imaginary instructor or guardian
angel sitting alongside of you. When you took your flight test, you shot precision landings. Now that you are a pilot, and if you are a good conscientious one, EVERY landing should be a precision landing. It should be to a predetermined spot, and if it is n't it should result in a go-around and another try until you have it down pat. I'm a fmn believer in the 180 degree power off side approach. That base leg and the key po sition are so ingrained in me with my base leg INTO the wind with the proper glide speed, that I'm aghast every time I see someone drag it in from miles out, cross the fence way too fast, float for a thousand feet and then panic stop in the last couple hundred feet. Let's take a look at the traffic pattern and do a couple of ordinary 180 degree power off side approaches to land. With the proper cockpit set up, proper glide speed, and playing the drag, the idea is sort of like bowling. You want to set the ball (your airplane) down in the same place every time so as to get a strike. The only way to accomplish this is practice. Be spring loaded to the disaster position. Don't be complacent. You only have that one fan out there and if it quits, the only way to keep your cool is to be prepared. There are any number of ways to hit that spot, but let's get back to the basics. The traffic pattern. The old rectangular pattern with the pre planned turns is your starting point. You did that in the very beginning of your training, probably not realizing that it was the basis for all your ad vanced maneuvers. The "S" tum, the "85," were also there to give you awareness of wind drift and its effect on ground reference maneuvers. Practice, practice, practice, and when that time comes, and we hope it never happens, your practice will payoff. If the failure occurs at pattern altitude, all you have to do is tum downwind or cross wind, pick out a field, fly the base and final, and land. If it happens at altitude. Again, plan your glidi ng pattern to that base leg, fly back and forth on that base leg until you get down to the altitude you need for a final to land in that field you picked out. The bit about sticking with the field you picked out holds true. Don't change your mind, and if the engine does start to run, don't use it to get into a position where you have to rely on it. It has a bellyache and it may go out again when you most need it. The best place to analyze the problem is with both feet and the airplane on the ground. While we are close to the subject, what about partial power? Have you explored slow
flight with various power settings? Do you know what the minimum rpm is to maintain level flight, to extend your glide path? Can you make the field if you can only get 1,800 rpm? If not, how far can I get? Better to use that re maining power to position yourself for a safe landing than try to extend the flight. Pilot in Command responsibility is just that; you must avail yourself of every advantage to assure your own safety as well as the safety of your passengers and the people on the ground who may be affected. Use every asset you have, and practice for what might happen. Fly the airplane. Don't give up and let it fly you. The airplane knows how to fly, but it needs YOU to guide it to a safe place to land. Do that, and the airplane will take care of you. If, heaven forbid, the engine fails on takeoff, the old "straight ahead" applies. You can mod ify that some by turning cross wind to avoid objects directly in your path. I know you can land cross wind cause you proved that when you got your ticket, so angle away from obsta cles, and if you hit something, let the wings, not the nose, take the hit. They'll crunch and absorb a lot ofthe energy. Better to "bust" the airplane than your butt. Your wallet may hurt, temporar i y' but it'll recover a lot quicker and more easily than your butt. Land on a road? Not me! Think a moment. What's your wingspan? Most of us fly 36 foot ers; the average road set aside is 33 feet with the paved area about 20 to 22. Not only are there many man-made obstructions within the proximity of those roads/signs, wires, poles, but the traffic can be a factor too. I was out in the San Francisco area a few years back and a Cessna 150 did an engine out on the Bayshore Freeway. He landed with the traffic, got it down fine and was home free, until that little old lady saw him coming up behind her in the rearview mirror and jammed on the brakes. His 150 didn 't fit in that Buick's trunk too well. A field, once it's been cultivated, gives you a lot more room for error. That road, tempting as it is, requires a lot more precision than most of us have. Sure, Army aviators did it in the Liaison machines, but it was usually after a walk around and clearance of obstructions for a clear path. No way can I emphasize the importance of practice. I guarantee that when and if the engine quits, you'll be all thumbs and the situation will never be one from the book, but fly that air plane, and fly it safely! Over to you. rr 3t(ck. ~ VINTAGE AIRPLANE
25
Our Mystery Plane for this month
August Mystery
comes to us from Bob Richardson of Broken Arrow, OK. Its odd tan dem cockpit configurations is certainly distinctive, along with the forward swept rudder hinge line. To be included in the November issue of Vintage Airplane, your answer needs to in to the Vintage Airplane office no later than September 25, 1998.
May Mystery Plane Our May Mystery Plane was recog nized my a number of members, including Larry Knechtel , Seattle, WA. He writes: "The May Mystery Plane is the Sky craft Model 445 twin boom, four seat pusher. The SI.'Ylark Manufacturing Company of Venice, CA produced sev eral versions of the Skycraft Model 445 from 145 to 1948. Prior to that timeJrom 1937 to 1940, they built the Skylark two seater. " "Keep up the good work and keep us guessing! " The aircraft has been listed under two model designations, the most re cent being the "447," so that's what we will use.
tenrPlane by H.C. Frautschy The most astounding new regard ing the Mystery Plane came from Gene Cou lter, 4603 Balfour Rd, Trlr.2, Brentwood , CA 94513. He tells us the Skycraft 447 is located at
the Funny Farm Airport in Knightsen, CA. It is available for sale, including the 190 hp Lycoming 0-435 engine. The sale includes the drawings, jigs and design manuals! Other correct answers were re ceived from Jim Ostern, Spring Grove, MN; Owen BlUce, Richard son , TX and Robert L. Taylor, Ottumwa, IA. Our thanks to mem ber Chester Miller, Elhart, IN for sending in the materials that pointed us to the Skycraft as a po tential Mystery Plane. Kudos also to Brain Baker, Farmington, NM and to Bob Tay lor of Ottumwa for also correctly identifying the Hockaday Comet as the April Mystery Plane. ....
Send your Mystery Plane corre spondence to: Vintage Mystery Plane
EAA P.O. Box 3086 Oshkosh, WI 54903-3086 (Right) Robert Taylor, the president of the Anti que Airplane Association, sent us t his copy of a page from Aviation Maintenance & Operations magazine, November 1946. 26 AUGUST 1998
Model ,,",0.
447
SKYCRAft
TYPE--4-,) place low wing pusher rnonopla~e CONTROL - Conventional Dual Whee ' PRICE - $6 ,70000 FA F Standard Mode i $7,50000 F A F De lux Model
ACCOMMODATIONS AND FEATURES ,,~
place eommodioul eabin comparable with .edan automobiJe 4 aeross back aeata-52' acroas front leate-21' knee room-Luxurioua appointmenbl-Harmonizine trim and uphol. stery-Chromium platinc-Rich wood effect.&
r
Deep roomy seats reduce lone f\ ight fatique- All metal plane-Twin boom pusher I'ivell maximum 8afety from propeller injury and inereaaee aerodynamic efficiency-Full 8pan flap8 provide full control in 8tall&-Sta)]-proof allerona-Removable ftoatiJll' seat cuahion& Insulated cabin-Forced air cabin ventilation Cabin heater--Tinted Plexie-las cabin top pant.-ls -Overhead Bun ' curtain- Entrance door on each aide (with lock) Retracting entrance 6tepa-Glove compartment wired for radio- F our Mh trays- Map pockets-Floor mape Rear Beat f oot reets-2 lusrsrage compartments behind rear leat-Cabin dome light-Lighted inBtrument panel-2 reel type map lights Tachometer ha!. automatie engine log-landing gear warning buzzer connected to throttle- Navigation lights-Plane has unususlly full visibility sinee eeatin& ahead of wiuz.
PERFORMANCE (Calculated ) High Speed-162 mph. Cruising Speed-142 mph. Stalling Speed-49 mph. (with flaps ) Stalling Speed-65 mph. (without flaps) Rate of Climb (I8t. Min . )-940 ft. Range at Cruisins: Speed-715 miles Service CeiJing-16,OOO ft. Take-Of! Distance-Land (No Wind ) -505 ft. (with flaps) Landing Run-Land (No Wind)-3 00 ft.
'I
CONSTRUCTION WINGS Type--Monoplane.. low willR' Coverinl'-Metal Spar.---Melai Ri_Melal Strut&-None. full Cantile,,·er AILERONS F .... meo-Metal Coverinsr-MetaJ FLAPS Material-Metal Control-Hydraulic
Y..
WING SLOTS
FUSELAGE Construction monocoque Coverinsr-Metal
Type
Semi
TAIL UNIT Type--Cantilever Frame Work-Metal Coverina-Metal Elevator T.b--Yee LANDING GEAR Type--Trlcycl~retraetable
Control-Hydraulic Type Shock Absorption "Airdrau)ic" and rubber BRAKES T~Hydraulio
ManufacturerWHEELS Manufacturer-Firestone Tire Size--7.00 x 6 Tire ManufacturerFirestone NOSE WHEEL Type-Retractable Manufaeturer--Firestone Tire-Firestone POWER PLANT No. Ena'inee-One Ronepower at rpm-190 @o 2550 . Manufacturer It Model Ne. Lycomina' No. Cylindero_ Cy1inder Arranaement HorizontalJy Opposed
1·-----;;...-.. 36"---00041
==~~=~~==~~=
ELECTRICAL SYSTEM Vollalre-12 volts
1-9'-\ WEIGHTS (Calculated) Gro.. Weight (Jbs.)-2BOO Wing Loadinc (lb•. pf!r sq. Empty Weight (lbs.) -1510 fL)-15.56 Useful Load (Jbs.)-1290 Power Loadintr (lbs. per h.p . )~U.74 Maximum Payload ()bs.) 967
STANDARD EQUIPMENT: Compau-Ball Bank indicatot--Senai tlve altimeter - Ainspeed indicator I"aehometer (wIth Automatic enlrlne 101r) -Fuel leve1 indicator-Am meter-Oil temperature gage--Oil pressure .asr~ Landine gear p081"on indicator-Land· ina' ..ear warning buzzer-Fire extin lrUilher-Nav\a'ation lia'hta-Map Iilrhts -Cabin dome licht-Instrument panel lia'b_Wirlnlr for landing lia'hts and radl~Dual controia-Cabln heater Overhead lun eurtain-Retraetinsr en.. trance step, Glove compartment - 4
ash traya-Map pockets-First aid kit Set of spare fu.ee-Encine Ihielded for radio-Emereeney hand fuel pump.
OPTIONAL (DELUX) EQUIPMENT: Radium dials on an instromenta-FJight path direction Indicator (Replae.. standard eomp... )-AN type Senlttive Altimeter-.Turn and Bank indicator- Sweep lecond clock-Vertical Speed in dicator (AN type)-Direetionai Gyro Ensrine driven vaCuum pump-Suction srauK'e-SuetioD relie! valve--Suction air
FUEL" OIL CONSUMPTION Puel Consumptlon-U .B Gaia. per hr. (75% power) Oil Conlumption-1.47 Pta. per hr. (75% power) Fuel CapaeitJ'_O Gaia.
ftltel'-AN type Air Speed indicator - Landina' liaht (260 watt sealed beam) Two-way radio Constant Ipeed propeller 8 clasa 2 fiares Very pistol. holster and 8 red eartrid2"ea.
BACCACECOMPARTMENT Loeation-Bebind rear ...t lOa lIMo.
POWER SUPPLY Generator Manufaeturer- Deleo-Remy Voltalfe-12 volta Capacity-12 amperes Voltaire Reculatol'-Yeo Reverse Current RelaY-Y8 BATTERY Capaclt:7 ampere hours Manufacturer-Reading Groundina' STARTER Starter Manufacturer Deleo-Rem,. PROPELLER Tn-AdjUitable Plteh (lP'Ound) Manufacturer
VINTAGE TRADER buy, • sell or trade?
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Something to
.
• TM
An inexpensive ad in the Vintage Trader may be just th e answer to obtaining that elusive part.. 50¢ per word. $8. 00 minimum charge. Send your ad and pay ment to : Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086. orJax your ad an d y our credit card number to 920/426 4828. Ads must be received by the 20th oJthe month Jar insertion in the issue the second month Jollowing (e.g. , October 20th Jar the December issue.)
~
C~)
EA TM
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
MISCELLANEOUS BABBln BEARING SERVICE -rod bearings, main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/ 233-6934. e-mail ramremfg@aol .com http://members.aol .com / ramremfg/ home/sales.html VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.
FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog, EAA, 1-800-843-3612,
CASTINGS: Stock and custom manufactured, exhaust manifolds, heads, water pumps, pulleys, air intakes, brackets, cylinder sleeves, blocks. Wax investment, plaster and dry sand molding. Complete tooling and machining. MOTOR FOUNDRY & TOOLING, INC., 1217 Kessler Dr., EI Paso, 1)( 79907 USA, Ph. No. 915/595-1277, Fax 915/595-3167. ATTN: Valor D. Blazer.
GREAT LAKES 2T1A-SN200-New yel. tag fuselage. 3 partially assembled wings with new spars & ribs. Spar & ribs for 4th wing plus extra new ribs. Elev. and stab . primed. Ailerons/ H stabilizer & rudder repairable. All parts from dam aged alc. Full cowl, great condition. Complete alc inventory list of all parts missing or damaged. Wamer eng. 165hp disassembled and complete. Excellent rebuildable core with good crankcases and cylinders. $24,500. Contact: Brad Barrett, AI & AP, 903-464-5472 Pgr or 940-759-2786.
STRATEgiC SALE: STAGGERWING BEECH 017S, N4HX, SN6672-Cream Puff-Total restoration by L.A. Humphrey and Ray Keesler '93. Probably the only Bendix Fuel Injected (P&W IR-985-APS4) with 12.1 Blower. IFR panel including WX11A1Argos 5000/Garmin 150, etc. "S-TEC" 60-2 coupled auto pilot, oxygen, much more. Current annual. Dove gray-red trim . $400 ,000 .00 Contact Brad Barrett, AI & AP, 903-464-5472 Pgr or 940-759-2786.
Web Site: http://.elUl.organd http://www.flyin.org
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Travel Air 1929, 4000 Biplane, 3 place, complete ly restored, new wings, fuselage, etc. Continental 220, Full electric. 540/825-6230 evenings please.
28 AUGUST 1998
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lAC A65-3 top exhaust, shipped to Porterfield in 1939. O-SMOH. Days (502) 762-1117, Evenings (502) 759-9451 .
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Ron S. Brenton .... Fort Saskatchewan, Alberta, Canada
Clifford E. Dufresne ... ... ...... . . . Round Lake Beach, IL
David Pryor · ........ Mindemoya, Ontario, Canada
Alvin Eygabroad ........... Sparta, IL Dale Lagerstedt .... ... .... Chicago, IL
Scott Robinson · ......... ... Guelph, Ontario, Canada
Scott A. McGovney ...... Naperville, IL
Steen Madsen .. .... . Odense, Denmark
Greg Vitous ... . . ... . .. Saint Anne, IL
Horst Bless .. .. . ...... Kehl, Germany
Alan Brown ... .. .... ...... Tipton, IN
Jon G. Lindgren ........ ... Fargo, NO Glenn E. Mori.... ... West Ossipee, NH Glenn R. Murray .... Mays Landing, NJ Robert Hlavaty, Jr. .. .. .. Red Hook, NY John W. Brushwood .... Coshocton, OH James H. Crafton ......... Dayton, OH Anton Koprivnik ....... Cleveland, OH
Tony 1. Clarry .. Wiltshire, Great Britain
Charles R. Eakins ....... Chesterton, IN
Lisa Jane Kingscott · ............... Bristol, Great Britain
John Herider . .. . . . .. .. Indianapolis, IN John Romberger ...... . .... Elkhart, IN
Theodore P. Bowens ......... York, PA
Guomundur Sveinbjomsson · ........ . . ... ... . Reykjavik, Iceland
William Thumma ..... .. .. Elwood, IN
John E. Kurtz......... ... Potsdam, PA
Jeff Braden . .......... McPherson, KS
Jean Cyril Booysen · .......... Hawkes Bay, New Zealand
William Rodgers ...... ..... Butler, PA
Andrew N. Combs ..... ... Wichita, KS
Stuart G. Smith ... ... ... Pittsburgh, PA
Albert Tai ........ Singapore, Singapore
Henry M. Foote . ..... . . ... Olathe, KS
Charles W. Martin ...... .. . Belton, SC
Harry K. Olsson . . . ... Camp Verde, AZ
Alex E. Walton ........... . Lyons, KS
Ed Fogle ............ San Antonio, TX
Harvey L. Dodson ..... San Gagriel, CA
John S. Hammond III . .... Lincoln, MA
Mike Fooshee ............. Austin, TX
A. F. Inzana .... ... .. ... Hughson, CA
Lisa A. Bennett .. ... ... ..... Novi, MI
Daniel P. Leone . ..... . ... Houston, TX
James Lines .. ... ... . Los Angeles, CA
Matt D. Carstens . ..... Battle Creek, M1
David Mandot . .. .... .... . Manor, TX
Charlotte 1. Nelson ..... Escondido, CA
Vincent Claucherty ..... Royal Oak, MI
Derrall E. McMillin.... .. Rosharon, TX
Jay A. Perry........... Santa Cruz, CA
Carl M. Evans .... ..... Commerce, MI
Richard H. Melaun .... . .... Justin, TX
Jay Sasall ..... . .... Santa Barbara, CA
John C. Fox .... ... .. ...... Fraser, MI
Michele L. Powers ......... Austin, TX
Stanley Walsh . Rancho Palos Verde, CA
Cass W. Gaska . .. . ... .. Royal Oak, MI
Donald W. Sessions .... .. .. Deport, TX
James P. Wehrmacher.. Breckenridge, CO
Jeff Horkey .......... Lambertville, M1
Malcolm 1. Sumbera .. .. .. Victoria, TX
Gilles Auliard .. .... .. Wethersfield, CT
Carolyn McAlexander .... Brooklyn, M1
Mark Dewey ... .. ... South Riding, VA
Keith R. MacArthur .. Old Saybrook, CT
David B. Meek ...... .. Middleville, MI
John H. Fink ....... Charlottesville, VA
Edward Booth ....... Port St. Lucie, FL
Jon Repke .... ......... St. Joseph, MI
William Walker .... Charlottesville, VA
Karl Jeter .. . ...... ........ Miami, FL
Tim Davis ... ...... Little Canada, MN
William Donald Dicksion . Bremerton, WA
Kenneth 1. Johnson .. Ft. Lauderdale, FL
Peter Gavin ..... .... .. . Richfield, MN
Terence Hiatt .. ... .... ... Seattle, WA
George McNeill ........... Tampa, FL
John Havstad ....... Bloomington, MN
Gerald P. Peterson .. .. ...... Kent, WA
Ronald Lewis Owen ....... Sebring, FL
Kevin Maki ............ Saginaw, MN
Max F. Reithaar .... ... .. Langley, WA
Foreman Dowling ..... Woodstock, GA
Jon 1. Rutoski .......... .. Jordan, MN
Curtis Walker .. .. . ....... Seattle, WA
Paul Morel ... ... .... McDonough, GA
John Cottrell. .. ..... Holly Springs, MS
Daniel S. Allison ... .. . . Milwaukee, WI
Rick D. Michalek ...... Des Moines, IA
Carol Hayes . .. . .......... Noxon, MT
Michael 1. Bleskan.. .. .. Brookfield, WI
Terry R. Beachler. .... ... ... Peoria, IL
Rick Kraft ... .... ...... Cut Bank, MT
Keith A. Krause ........ . . Neenah, WI
Warren Boehm .. ..... .... Minooka, IL
Charles L. Floyd ... .. ....... Cary, NC
Michael D. Pagel ....... . Menasha, WI
Bradley 1. Braun ... ... ... . Chicago, IL
Fred M. Simmons ...... ... Shelby, NC
Gary Churella .. . . . . ..... Chester, WV
Royce L. Beatty ..... Myrtle Creek, OR Dudley Williamson .. .. .. Nehalem, OR
VINTAGE AIRPLANE
29
Tahoe Airport Old and New Fly-In featuring the Beech Staggerwing and Lancair. Info: Jerry Short: }short@Sunset.net
Fly-In Calendar
The following list ofcoming events is fitr nished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA , Aft: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Infor mation should be received four months prior to the event date.
AUGUST 15-16 - KANSAS CITY, KS Do wntown Kansas City Airport (MKC) . Kansas City Expo '98. Young Eagles rally. AUGUST 16 - BROOKFIELD, WI Capitol Airport - 15th Annual Vintage Aircraft Display and Ice Cream Social. Noon - 6 p.m. Info: Capitol Airport at 414/ 350-5512 or George Meade at 414/962-2428. AUGUST 22 - SPEARFISH, SD - Black Hills Airport/ Clyde Ice Field. EAA Chapter 806 15th Annual Fly-In. Camping, earlybird "Cream Can Din ner" Friday night. Info : Black Hills Aero 605/642-0277 (days) or Bob Go lay, 605/642-2311 (evenings) . AUGUST 29 - PRESCOTT, AZ - EAA Chapter 658 Pancake Breakfast, 7-11 a.m. Municipal Airport 70th Anniver sary. Info: Bill Raney, 520/778-4188. SEPT. 4-5 - HA YWARD, CA - Hayward Air Terminal. Hayward Air Fair '98. Info: Bud Field, EAA A/C Chapter 29 president, 510/455-2300. SEPT. 5 - MARION, IN - 8th Annual Fly-1n/Cruise-In breakfast sponsored by Marion High School Band Boosters. Classic Cars also welcome. Info: Ray Johnson, 765/664-2588. SEPT. 6 - NAPPANEE, IN - Fly-1n/Drive In Ice Cream Social. 1-4 p.m. Info : Fast Eddie Milleman, 219/ 773-2866. SEPT. 11-13 - TRUCKEE, CA - Truckee 30 AUGUST 1998
SEPT. 12 - TRENTON, NJ - Chapter 176 Young Eagles Fly-In, rain date 9/ 13. Call 609/895-0234 for location. Sept. 12-13 - MARION, OH - Mid Eastern EAA Fly-In (MERFI). 513/849- 9455. SEPT. 12 - OSCEOLA, WI - Simenstad Field. 18th annual village-wide Wheels & Wings Air Fair. Train rides, aviation book sales, 500 classic car show, pancake breakfast fly-in. CTAF 118.2, check class D NOTAMSfor special airport conditions. Info: Osce ola Business Assoc. 715/ 755-3300. SEPT. 12-13 - MARION, OH - Mid Eastern EAA Fly-In (MERFI).
SEPT. 26 - OLA THE, KS - Johnson County Airport (OJe). KC Aviation Center sponsors the Seventh Annual EAA /FAA Fly-In and Young Eagle Flight Rally, hosted by EAA Chapter 868, Antique/Classic Chapter 16, and the FAA FSDO, KC Region. Info: F. Blasco, 816/942-1745. OCT. 4 - TOMAH, WI - EAA Chapter 935 II th Annual Fly-In Breakfast. Static displays, food, flea market, much more. 7 a.m. - 4 p.m. Bloyer Field. 608/372-3125. OCT. 8-11 - MESA, AZ - Copperstate EAA Fly-In. 520/228-5480. OCT. 9-11 - EVERGREEN, AL - South east EAA Fly-In. 334/765-9109. OCT. 10-11- WILMINGTON, DE - East Coast EAA Fly-In. 302/738-8883.
513/849- 9455. SEPT. 12-13 - HAGARSTOWN, IL EAA Chapter 373 Fly-In. Cook out and camping Sat. ajt.levening, break fast Sun a.m. Info: Marvin Stohler, 765/489-4292. SEPT. 18-20 - JACKSONVILLE, IL 14th Annual Byron Smith Memorial Midwest Stinson Reunion. Info : 630/904-6964. SEPT 19 - ASHEBORO, NC - Smith Airfield (25NC). Old Fashioned Grass Field Fly-In and Pig Pick-In. Antique, Classic Sport and Warbirds welcome. Info: JejJSmith 336/879-2830. SEPT. 19-20 - STERLING, IL - Sterling Rock Falls Whiteside Co. Airport (SQI). NCEAA Old Fashioned Fly-In . Info: Dolores Neunteufel, 630-543-6743. SEPT 24-27 - CHINO, CA - 23rd Annual Cessna 120/ 140 Assoc. Fly-In. HQ hotel: Ontario Airport Hilton, 909/980 0400. Hosts: Eloise and John Westra, and Glen Porter 909/947-4456. SEPT. 25-26 - BARTLESVILLE, OK 41st Annual Tulsa Regional Fly-In . Info : Charlie} Harris, 918/622-8400. SEPT. 25-27 - ATWATER, CA - Castle Airport (formerly Castle Air Force Base) Golden West EAA Regional Fly-In. Info: Lela Edson, 530/626 8265 or email: edson@!oothill.net
OCT. 17 - ADA, OK - 2nd Annual Plane Fly Fly-In, sponsored by EAA Chap ter 1005. Free food for fly-in pilots. All aircraft welcome. Info: Terry Hall, 580/436-8190. OCT. 25 - ALAMOGORDO, NM A lamogordo- White Sands Regional Airport (KALM) Airport Appreciation Day. Hosted by EAA Chapter 251 and Alamogordo Aviation Association. Spot landing and flour bombing, R/ C model demos, breakfast and lunch available. Info : Chapter 251 : Ray Backstrom, 505/ 437-8962. AAA : Maurice Morgan, 505/434-1487.
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"Keep Them Flying"
New Tappet Bodies Now Available For A-65's I C-85's
AERO ALBUMS PUBLISHED AGAIN Remember the Kenn Rust/Paul Matt series of softbound books, Aero Albums? Out of print for more than 25 years, the 20 volume series have just been repub lished in their original format by Wind Canyon Publishing. More than 1,600 photographs, profiles and three-view drawings grace the pages. The volumes cover the Pioneer era on up through WW-I1 and beyond. Each of the books sells for $13.95, or two or more for $13 each, or $225 for the complete set. In clude $2.95 shipping and handling for the first book, 50¢ for each additional book, of $6 for the complete set. The address is Wind Canyon Publishing, P.O. Box 1445 , Niceville, FL 32588 or call toll free 1 800/952-7007 (International customers call 850-729-1111.) You can E-mail them at wind@gnt.net STAGGERWING CONVENTION The 25th anni versary edition of the StaggerwingiTravel Air/Twin Beech Inter national Convention will take place in Tullahoma, TN, October 14-18. You must be a member of the Staggerwing Museum or of the association, and preregistration is required. There will be safety and mainte nance seminars, and the highlight of the weekend will be the dedication of the Twin Beech facility and Twin Beech SIN 178. For membership/registration information, write the Staggerwing Museum Founda tion, P.O. Box 550, Tullahoma, TN 37388. Do it soon - the earlier the better, so they have an accurate count of attendees. PHINEAS PINKHAM IS AT IT AGAIN! "Haw-w-w-w-w-w!" Anybody who re members the old Flying Aces pulp magazine
C-85 STC'd To Use New 0-200 Crankshaft, Rods And Pistons At Aircraft Specialties Services we believe sport-pleasure flying is just as vital to aviation as business flying. We make it a point to try and supply the needs of our sport aviation users. When C-85 crankshafts got scarce, we engi neered a PMA to produce 20 under bearings for the A-65 / C-85. We also have available an STC to replace C-85 crankshafts with new 0-200 crankshaft, rods, and pistons for less than the price of a serviceable C-85 crankshaft. And when A-65/C-85 tappet bodies became scarce, we found a way to produce them ... and for a
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