VA-Vol-27-No-3-March-1999

STRAIGHT & LEVEL Espie "Butch" Joyce

2 AlC NEWS

4 AEROMAIL 5 NAVIGATING THE CLOUDS OVER

SAN DIEGO BAY

Miss Ida Roschmann

6 WHO'S THAT FELLOW IN THE SUIT? John Underwood 8 THE STINSON 108 VOYAGER Larry Westin

9 WHAT OUR MEMBERS ARE RESTORING H. G. Frautschy 10 MYSTERY PLANE H. G. Frautschy 12 ALEXANDER EAGLEROCK H. G. Frautschy 17 MI C.A.S.A. H. G. Frautschy 21

A CHRONOLOGICAL RITE OF PASSAGE Brad Eaton

23 FROM THE ARCHIVES H. G. Frautschy 25 PASS IT TO BUCK E.E. "Buck" Hilbert 27 WELCOME NEW MEMBERS 28 CALENDAR/CLASSIFIED ADS 32 VINTAGE MERCHANDISE

Publisher

TOM POBEREZNY

Editor-ill-Chief

JACK COX

Editor

HENRY G. FRAUTSCHY

Mallagillg Editor

GOLDA COX

C01llriblltillg Editor

JOHN UNDERWOOD

Computer Graphic Specialists

BETH BLANCK

OLIVIA L. PHILLIP

PIERRE KOTZE

Photography Staff

JIM KOEPNICK

LEEANN ABRAMS

KEN LICHTENBERG

MARK SCHAIBLE

Advertisillg/Editorial Assistallt

ISABELLE WISKE SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

STRAIGHT! ,. LEVEL

by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

ment of aircraft into the mainstream of education. Website improvements and additions will also help lead the way, as will programs for museums and youth groups . There are even plans for pro­ grams that can be hosted by local EAA and V AA Chapters.

All of this work, including the ongo­ ing Young Eagles Program, is bound together under the Vision Of Eagles ban­ ner. Educating and motivating youngsters in a way that will give their lives direction and purpose will benefit society as a whole, and help keep the Time and again, I hear from our mem­ world of aviation available to a wide bers about their concern for the future of range of people. aviation, and recreational aviation is of­ Soon you'll receive an information ten foremost in their thoughts. Where is packet about the Vision of Eagles initia­ it going? Who will be our future mem­ tives, and an invitation to join in a $5 bers? How can we get young people million fund raising campaign called involved? EAA and the Vintage Aircraft Campaign For Kids . We've put together Association have been working on those a blue ribbon panel of spokespeople from issues for many years, but recently we've the worlds of education and sport avia­ "kicked it up a notch or two." tion to get the word out. They are: Many V AA members have been ac­ Vanderbilt University Chancellor Joe tively involved in part of that process, Wyatt, noted aircraft designer Burt Ru­ and a great number of the nearly 500,000 tan, aerobatic champion Patty Wagstaff, Young Eagles who have been registered airshow performer Sean Tucker and so far were flown by pilots from within homebuilder and fonner astronaut Robert the V AA ranks. Flying Cessna 120s and L. "Hoot" Gibson.

140s, Cubs, Champs and so many others, The horsepower of such of group of these youngsters were given the gift of leaders demonstrates the high level of flight, and many came away with dreams commitment EAA has for this program, and goals to guide their life's path. a program that will have its impact for Every year, youngsters have come to decades to come. Thanks to many local Oshkosh to participate in the longest run­ leaders , grass roots efforts have been ning aviation youth camp in existence, underway to add value to youth avia­ the EAA Air Academy. But what else .tion experiences. can we do? And how do we do it? A Now it's time to put our combined multi-faceted approach to that challenge weight into such an effort, and give is being fonnulated by EAA, and we ' re young people the chance so many of proud to be a part of it. In surveys and them need to get started. Many of us can conversations with EAA and Division point to a specific person or event that members, expanding youth initiatives is was the catalyst for your career in avia­ right at the top of their wish list. tion. With your help, we can continue to Giving the youngsters a "next step" nurture the fragi Ie dreams and hopes after their exposure to the world of avia­ youngsters have about their future. tion is important, since for many of them, The Vision of Eagles Campaign for running down to the local airport to just Kids will place $2 .5 million into pro­ watch airplanes requires peering through grams such as Young Eagles, and local an unfriendly 12 foot high chain-link Chapter programs to reach out to young fence. Bringing aviation into the class­ people. It will also be used to complete room with math and science curricula the EAA Flight Leadership Center, a will be one area we can bring the excite- 22,000 sq. ft. addition to the EAA Air

Adventure Museum which will be com­ pleted in time for dedication during EAA AirVenture '99. The Leadership Center contains both classrooms, and a spectacular interactive display called "Hangar X." Within the concept of the Leadership Center, the programs to reach out to schools, chapters and others interested in helping kids "scale the airport fence" (figuratively speaking!) will be worked upon and sent out to support efforts by Chapters, youth organizations and other aviation museums. Expanded youth pro­ grams within EAA and the new 53 bed, 10,600 sq. ft. Air Academy Lodge will also be part of this expanded initiative.

Programs such as the Vision of Ea­ gles initiatives are administered by the EAA Aviation Foundation, whose lead­ ership is quite excited to be given the expanded opportunities the Campaign for Kids encompasses.

These programs are supported solely by your charitable contributions - your membership dues do not support the Foundation , and each dollar you can send will be split between the outreach programs and an endowment to g ive long tenn financial support to the Vision Of Eagles. Please review the material you receive and give it careful considera­ tion . The extraordinary opportunity we all have to impact young peoples lives in a positive way will pay dividends for decades to come.

It's like planting a tree - your grand­ father may never have lived long enough to enjoy the shade of that oak in his back yard, but generations later, youngsters can cool down in the summer under its broad branches and flop into its leaves in the fall. Let's plant a tree for aviation, and give it the nourishment it needs to grow and thrive. Join us in the EAA Campaign for Kids and help ensure there will be enthusiastic owners of our beauti­ ful Antique, Classic and Contemporary airplanes for many years to come.

It's been a month now since you've received your February issue of Vintage Airplane, with its announcement of our VINTAGE AIRPLANE

1

new name and logo. We asked a number of members their opinion about thi s name change, and the vast majority indi­ cated they felt it was a good move. Still, you never know how it is going to come down until the total membership has the official word. Well, based on the letters, phone calls, and e-mails I have received, 99% have been very positive reactions and the suggestions for improvement have been positive as well.

One of the more interesting phone conversations was a call from a member who had been against changing the name of the division. He called to tell me that after he had received his Vin­ tage Airplane and saw the new look for the association, he realized he had not been looking at the change with an open mind. Once he saw the new name and logo, he really liked it! He laid the old and new logo side-by-side.

Then it jumped out at him - the old logo did not have anything about air­ planes on it. (We noticed that as well!)

After seeing that, he understood why, when he wore any of the Antique/Clas­ sic apparel, people who did not know anything about airplanes would ask him what "Antique/C lassic" was all about!

He said to me , "I wonder how many walked away without asking?"

That question has now been an­ swered, and I am very happy and proud of the new look for your Vintage Aircraft Association . A big thank you goes out for all of the hard work, thought , and foresight that your Officers , Directors, Advisors, and EAA staff has put forth to arrive with the look that we now have.

We welcome any input from the mem­ bership that will help the association improve. You're also invited to submit articles for consideration for publishing in your magazine, Vintage Airplane.

Send them to H.G . Frautschy, our editor, at EAA, PO Box 3086, Oshkosh, WI 54903-3086.

Those of you in V AA Chapters have recently received a letter and form from the EAA Chapter office regarding the use of logos and trademarks. Please be sure to fill them out and send them back in ­ doing so quickly will allow the Chapter office to get you the logos you need to use in your newsletters, signs, etc. If you have any questions, call the Chapter of­ fice at 920/426-4876.

Let's all put in the same direction for the good of aviation. Remember we are better together.

Join us and have it all! .....

2 MARCH 1999

compiled by H.G. Frautschy

ROGER GOMOLL NOTES At the Winter, 1999 V AA Board Of Directors meeting, Roger Gomoll (EAA 209737, V AA 9179), was appointed to serve the remainder of the unexpired term of the late Stan Gomoll , VAA di­ rector. Roger has been an advisor to the association over the past couple of years, and he brings his 20+ years of ex­ perience with non-profit orga­ nizations (most recently as the general manager of Minnesota ROGER GOMOLL Public Radio 's KLSE / KZSE in Rochester, MN) to the VAA Board. Af­ ter returning to Minnesota, Roger had a surprise for all of us - at the beginning of February, the Heritage Halls museum announced the appointment of Roger Gomoll to the new Museum Director's position, where he will be responsible for marketing, fundraising and long­ term planning.

R.W . " Buzz" Kaplan, Heritage Halls museum president, stated, "Roger Go­ moll brings many skills, talents and experience to his position of Museum Director at Heritage Halls."

The museum, located alongside 1-35 and adjacent to the new Cabela's sports store just north of Owatonna, MN is a non-profit educational facility. An inter­ active family museum for children and adults, the facility showcases vintage vehicles and pays homage to the spirit of pioneers and adventurers. Phone 507/451-2060 for information. You can fly into Owatonna Municipal airport to visit Heritage Halls - it is just north of the airport.

Our congratulations to Roger Gomoll on his two new appointments!

A LITTLE HELP, PLEASE From Hans Josef Dinkl , Spielplatzs­ trafe 14, 97353 Wiesentheid / Feuerbach, we received a request for as­ sistance in locating an Aeronca Champ

fuselage . According to Hans' note, he had recently started the restoration of a Champ in Germany, but an unfortunate automobile accident destroyed the fuse­ lage he was transporting (can you imagine what the police must have thought when they came upon the scene?). Everything else for the restora­ tion is in good shape, but he needs a fuselage . Since there are few Champs in Europe, Hans is have an difficulty locat­ ing a fuselage on the continent, and is asking for our help in locating a service­ able one.

In addition to the address I've noted above, Hans listed Phillipp Schleyer, 004993198494, fax 004993197816 as another person to contact via phone if you can supply them with the much needed fuselage.

HEADED TO SUN 'N FUN? If you're one of the many who are planning on flying to the annual kick­ off the the fly-in season, the 25th annual Sun ' n Fun EAA Fly-In in Lakeland , FL, please whip up a sign that is legible for someone standing well off your wingtip. Denote your parking prefer­ ence. If you've got an Antique, Classic or Contemporary airplane, mark it with "VAC" (Vintage Aircraft Camping and/ or parking) . A sign like that will help the volunteer parking folks point you in the right direction .

FRONT COVER .. .The Alexander Eagle­ rock shows its classic lines while being piloted by Wisconsin aviator Tom Hegy.

Owned by Joe Koller of North Lake, WI, who started the rebuild, the restora­ tion of this EM AirVenture '98 Reserve Grand Champion Antique was com­ pleted by Tom Brown of Unity, WI. EM photo by Ken Lichtenberg, shot with a Canon Eos1 n equipped with an 80­ 200mm lens. EAA Cessna 210 photo plane flown by Joe Schumacher.

BACK COVER . . . One of the most pop­ ular aerobatic trainers of all time, this is Larry and Vic Gronski's C.A.S.A. 1.131 Jungmann, a license-built example of the Bucker BO 131 Jungmann . Re­ stored over a period of 14 years, it is painted in the markings of the Green Heart squadron, 8./J .G.54 "Grunherz."

EM photo by Jim Koepnick, shot with a Canon Eos1 n equipped with an 80­ 200mm lens. EAA Cessna 210 photo plane flown by Bruce Moore.

WW-IFLY-IN From Chris O'Neal, we have this note: The Saint Louis Escadrille' s second annual three day WW-I fly-in , entitled " The Great War Fly-in & Concours 1999," will be at Creve Coeur Airport in Creve Coeur, Missour i on July 3rd through July 5th, from 10 a.m . till 4 p.m. daily. Call 314-638-1550 for fur­ ther details.

This is our second annual WW-I fly­ in . Our first was also held at Creve Coeur Airport last Fourth of July week­ end . The first fly-in was a bigger success than anyone had expected.

There were over 4,500 attendees with 1,500 vehicles parked. During the three day event, over 26 different antique cars and 17 WW-I type aircraft made appear­ ances . The Saint Louis Escadrille is an all-volunteer, non-profit, 501c3 organi­ zation incorporated under Missouri laws for charitable and educational purposes.

The club' s motto is "WW-I aviation fly­ ing!". We have sixteen local members and 45 volunteers located both local and out-of-state. Club members have eight WW-I type planes in the St. Louis area - that's up three from last years' count of five. The clubs monthly meetings are typically held on the second Sunday of each month at 2 p.m . at Creve Coeur Airport. Monthly meetings are open to the public and everyone is welcome.

We still need additional members and volunteers to help with the '99 fly-in.

If you have any other questions please call Chris O'Neal, Affton, MO Phone 314-638-1550. E-mail: Kil­ lianO'Neal@msn.com The enthusiasm and interest in mod­ ern replicas of WW-J era aircraft continues to increase, as many experi­ mentallightplanes are designed and built to recall that pioneering era in aviation. A few original WW-I era air­ craft sometimes even manage to get into the mix, but the influx of the WW­ I lightplanes helps keep alive the "Great War" history.

event by the oldest type club in the United States.

For information contact Andy Heins at : 937 / 866­ 6692 or Email at: wacoaso @aol.com

THE SKYCRAFT 447 Remember the Mystery Plane of May/August 1998? (right) The Skycraft 447 was certainly one of the most unusual post-war air­ planes built, but only the one example was made . As detailed in the note from Gene Coulter, the plane still existed, and was for sale along with the draw­ ings and other supporting materials. It turns out the project is being restored for new owner Quinn Boyd , (EAA 129889, VAA 16663) ofEI Paso, TX by E lmer Ward's Square One Aviation.

Their most recent restoration was Frank Borman's Bell P-63 King Cobra , and Elmer ' s recreation of AI Williams ' Gulfhawk F8F Bearcat. A change from a Lycoming to a Continental engine is being planned for the Skycraft restora­ tion . We look forward to seeing it on the fly-in circuit!

PHOTO CREDIT In January's "What Our Members Are Restoring," we ran a couple of photos of

Bud Field's Stearman 4CM-I(above) .

We managed to miss giving credit to pho­ tographer Richard Vander Meulen, (EAA 595688) phone 209/599-7587, E-mail : richardhvm@aol.com. Richard shoots some of the nicest photos we've seen of many West Coast vintage aircraft, air­ planes we seldom see on this side of the Rockies. Our thanks to him for tactfully pointing out the omission. ......

This is Nancie Cummings ...

A few months ago we published some photos from the bi-annual Aeronca Convention held in Middletown, OH and we managed to misidentify the lady in the photo. Shown below is the 1956 Champion 7EC owned and flown by Nancie Cummings of Miami, FL. (That's her cleaning the elevator of a thousand miles of air grime.) We had shown you this shot (inset) and identified it with Nancie. Not so! That lady is Donna Cooper (who had cleverly hidden her name by painting it quite clearly on the door of her Champ). Our apologies all around.

WACO FLY-IN June 24-27 will be the dates on which the National Waco Club will hold their fly-in at Wynkoop Airport (6G4) in Mt. Vernon, OH. There will be an earlybird cookout on Thursday night, and infor­ mal dinner on Friday, and the awards banquet on Saturday. There will be fo­ rums , contests, displays and a great fly-in, This is the 40th consecutive VINTAGE AIRPLANE ~

WANTED: STINSON HELP

PHOTOS FROM THE PAST

Dear Sir: I am E AA member 426186 and am wondering if you have any pic­ tures or data on this Stinson (below) . I bought it in 1948 but ran out of money before I could re­ build it.

Now that I am an armchair pilot, I am thinking back to the times when [ could have finished it.

Maybe in one of your issues you would have something on it. lt wa s , I think, one before the Gullwing models. I would like to know what the number was or de­ sign, horsepower (it had a Lycoming engine), speed, cruising speed, etc.

Any reference you could give me would be appreciated.

Merton Rupert (EAA 426186) McHenry, [L

DearH.G., Enclosed are some photos that may be of some interest to readers. Both of my parents were from Westchester County in New York state. My mother was in possession of the negatives that produced these photos. The boys in the photos are an uncle of mine and two of his friends.

These photos were taken at the Ar­ monk, N.Y. airport in 1940. The boys are: Louis Pasciuti , Ewald Jack and Harold Becker.

The airport no longer exists . It is now occupied by a large group of IBM buildings, [believe. It was the site of my first airplane ride in about 1954. I do not know what kind of airplane it was, but I do remember that my Dad and the pilot were in the front seat and I was in the back, so it was a four-seater.

I do wish I knew what it was.

Paul Gordon (EAA 289386) Helena,MT

Dear Merton, The Stinson from you r past is a SR-5, but I can't tell exactly which model (there was the SR-5, A, E, C, D, E, and F) without knowing ex­ actly which Ly coming engine was installed. I hope that will help fill in a gap or two in your scrapbook.

- H.G. Frautschy

The boys must have had a great time hanging out at the Armonk, NY airport.

They 're shown with a cabin Waco, a Beech Staggelwing, and a Fairchild 24 with a Luscombe 8 in the background.

The Kinner B5-powered biplane looks like it could be a Waco INF biplane, based on what I can seen o/the landing gear and the engine. - H.G. Frautschy

Navigating the Clouds Over

San Diego Bay

By Miss Ida Ro schmann Thanks to the eagle eye of Bill Marcy, who heads up the Aero­ gram staff during EAA AirVenture, we have this facinating recollection of a Pioneer era passenger flight. It was first pub­ lished in CPA Flight Lines, the newsletter of the Colorado Pilot's Association, edited by Sarah Barclay.

Special thanks to pilot Bob Laidley ofLakewood, Colorado who has shared his historical aviation collection with me. This article was reprinted from Miss Roschmann 's original letter; all punctuation and grammar have been preserved. The Flying Boat was operated by J. D. Cooper, Instructor ofthe Aviation School on North Island, San Diego, CA . The pure joy Ida experienced over 85 years ago is why, I am sure, we all fly today.

-Editor, CPA Flight Lines Mr. 1. D. Cooper, Aviator, took a test flight this morning at 10 o'clock a.m. before taking me for a ride in the flying boat.

As shown by the picture the cap I was given to wear is without a visor, as that would flap with the wind and the coat which is nice and warm is in reality a life vest or life preserver. No veil is allowed to be worn for fear of same becoming entangled in the wires.

Before realizing what was happening, r was seated beside the aviator, heard the humming of the motor and was rising from the water and was surprised that there was no jar whatsoever. The slowest elevator jars a little but riding in the flying boat is very smooth and even, there being nothing to obstruct the way so different from land travelling.

Travelling at sixty-two miles per hour at an altitude of about 2,000 feet as per bara­ graph, a few moments upon ascending one's eyes begin to water as if crying but that dis­ appears quickly.

J.D. Cooper The puffy wind which can

not be heard whistling slaps your face so that it feels as if your cheeks were getting a massage treatment or being pulled. Had my hair not been carefully tucked under the cap I have been told that it would have felt as if being pulled.

In the forty minutes of our flight over San Diego Bay we passed San Diego, Coronado Hotel, National City, Point Lorna and thence to the Pacific Ocean, flying over many torpedo boats, British Man-of-War A1gerine, Cruiser Denver, submarines, Float­ ing Machine Shop Iris for repair work on torpedo destroyers and submarines, ferry boat, launches, etc.

Upon climbing one gradually fmds it impossible to distinguish large from small buildings and entirely loses sight of the men on the boats; everything appearing to diminish in size.

The sensation felt upon descending is most strange and seems to be indescribable and at that time more than at any other you can realize the height you have been. At this time it seems as though one's neck is being stretched or in other words as though one's head were raised upward.

Attached to this flying boat is a 75 horse power motor which is a Curtiss 8 Cylinder, which motor turns the propeller 1200 times a minute and is constantly heard buzzing during the flight. In back of the seat are shoulder yokes which operate the wire to ailerons and are used to control lateral position similar to that of a bicycle; that is when the biplane tilts to the right one leans to the left and vice versa; this being very noticeable in making turns. For longi­ tudinal control of the flying boat the aviator operates a steering post for ascending and descending.

My tour of the skies was to me the most delightful and fasci­ nating forty minutes I have ever enjoyed and the enchantment is such that one flight makes one wish for more. Previous to the ride I thought being at such a height would make me dizzy but the forward motion takes that away and it seems when rising that the water is leaving the boat instead of the boat leaving the water.

Aviation has become more interesting to me than ever and I hope that the chances for a ride will be so that others will begin to ven­ ture before long. The above outlines one of the most captivating and enjoyable events of my life. .....

Two views of a Curtiss Flying boat similar to the one flown by J.D. Cooper with his passenger, Ida Roschmann

VINTAGE AIRPLANE

5

WHO'S THAT

FELLOW IN THE SUIT?

By John Underwood

We didn't have room in the re­ view of A. Scott Berg's biography of Charles Lindbergh for these pictures, so we held them until we could publish them here in Vin­ tage Airplane.

Santa Paula, CA, September 1969 - The man in the blue serge suit brushes up on his Mothman­ ship after a 40 year hiatus. CAL flew Bud Gurney's Gipsy Moth on a short cross country outing and ac­ tor Cliff Robertson's Tiger Moth on the return . The Lindberghs fre­ quently rented a Moth as newlyweds and while awaiting delivery of their Lockheed Sirius. ......

Bud Gurney cranks DH-60GM for his old friend, Charles Lindbergh. Gurney's friendship with CAL dated back to 1922, when he and Charles went aloft in April 1922 with Otto Timm, who was testing a Lincoln Standard "Turnabout."

Lindbergh cranks up the upright Gipsy engine in Gurney's Moth, then heads back to the cockpit while a bystander ducks in to pull the chocks.

6 MARCH 1999

•

Lindbergh leans over the cockpit door /,~---.. of Cliff Robertson's DH-82 Tiger Moth, N523R, as Bud Gurney looks over the left side. Unfortunately, Robertson had to work that day, and was unable to share the entire day with Lindbergh and Gurney.

VINTAGE AIRPLANE

7

The Stinson I08VoyagerWhich used Explosive Wing Bolts

By Larry Westin Its extremely rare for civilian aircraft to be equipped with electrically activated explosive charges. Such de­ vices have long been used by the military and NASA as part of emergency egress systems, although I don't know of any designed to separate the wings of an aircraft.

While I have not done in-depth research, I am unaware of :> any other American general aviation airplane which used o z (or uses) such explosive devices. Ex-military warbirds '"<1J now flying as part of the general aviation fleet may be an E i= exception. Thirty years ago one light, single piston en­ ·"1J.' f!ftc'¥!. l c gine general aviation aircraft , a Stinson model 108 ....oC <1J Voyager, was equipped with such explosive devices as ~ part of an apparatus to lower a disabled airplane, includ­ ~ ing the pilot and passengers, safely to the ground.

The Stinson under the 64 ft Pioneer canopy o .r.

Two New York inventors, Angelo Raiti, and Dario after the wing bolts had been explosively a.

Manfredi, were partners in the Aircraft Safety Release removed. .~ '" ""0 Corporation. Their intent was to create a system which o would bring a disabled airplane .~ safely back to earth. When the a.

Three of the principles involved in the program. Co-inventor Angelo pilot decided his airplane was After the Stinson landed. Pilot Raiti, pilot Tommy Walker and co-inventor Dario Manfredi. You can disabled he (or she) would pull a Tommy Walker parachuted out see the door in the top of the cabin for the parachute. handle inside the cockpit which of the test plane when it reached 1,000 ft, and decended activated the explosive devices faster than the Stinson! which would remove pins hold­ ing the wings on. With the wings gone (keep in mind this is while in flight!) the main parachute was deployed. The explosive charges, having removed the wing attachment pins, allowed the wings to physically separate from the airplane. Once free, the wings would free fall until their own parachutes opened to lower the wings to the ground.

As the fuselage with pilot and passengers still aboard, and now sans wings, free fell toward earth, a large parachute would deploy from the top of the fuselage. With all occupants still in the air­ plane (gives new meaning to the recommendation "keep your seat belt fastened at all times!"), the wingless fuselage would float down under the parachute to a safe landing.

A practical test to prove the theory was necessary. The two in­ ventors modified and equipped a 1946 Stinson model 108 Voyager with electrically activated explosive charges, special wing attach pins, and parachutes. This 108, serial number 13, was registered N39443 . Although I can't locate a record ofjust how many explosive charges were incorporated, at least three were needed for each wing. Stinson 108's use two wing attach bolts to hold the wing to the top of the fuselage. In addition, an­ other explosive pin would be necessary at the lower fuselage point where the front lift strut attaches. Additional modifications were necessary - the control cables had to be altered so they would allow the wings to separate from the fuselage. Since the Stinson 108 uses wing tanks, the fuel lines from each wing tank had to be severed. It's unlikely explosive charges were used to sever the fuel lines!

In the top of the fuselage just back of the rear seats, a compart­ ment, covered with a rear hinged hatch, was built to house the The now-restored Stinson off the shore of Long Island. Flown by owner Ed Katzen, it was restored by Dan Malick of Palm Bay, FL. 8

MARCH 1999

- continued on page 33­

WHAT OUR MEMBERS ARE RESTORING

by H.G. Frautschy

SPARTAN EXECUTIVE This pretty air-to-air shot comes to us from noted aviation photographer Jim Kippen. Jim shot this Spartan 7W Execu足 tive while it was being flown by Doug Irwin and Jerry O'Neill. This is SIN 25 out ofthe 34 manufactured, and was one of 16 Executives to see service in Army Air Corps olive drab colors during WW-II. The Execs were given the mili足 tary designation UC-71 . This same Spartan was later owned

by Paul Mantz.

CESSNA 170 This is Dan Linn (EAA 319613 , VAA 16196) and his very pretty Cessna 170, SIN 270 I O. A 1956 model, it came from the factOlY with crosswind landing gear, and has always been a polished metal airplane. Dan acquired the airplane in the fall of 1995, and has enjoyed it ever since.

FAIRCHILD PT-19A CESSNA 170 Contributed by owners Jim and Steve Hancock ofSt. Paul, MN, is this neat photo of their Cessna 170A, N5795C, SIN 19839, mounted on a set ofWipline 2150 amphibious floats.

Winner of the Best Amphibian awa rd at EAA AirVenture '98, the pretty 170 is presently being upgraded from its origi足 nal 0-300 Continental to a Lycoming 0-360 with a constant speed propeller.

Don C lark (EAA 152669, V AA 9361), Lockport, NY shares this shot of this Fairchild PT-19A owned by he and his partner, Bob Falcone. Restored from a basket case project bought in Oklahoma, Don and Bob rebuilt the airplane in Ni足 agara Falls, NY, completely re-skining the wings and center section . A rebuild of the Ranger engine was also completed in the year long labor-intensive project. With over 25 hours on the airplane, Bob and Don are hard at work on another Fairchild project, a PT-26.

VINTAGE AIRPLANE

9

This month's Mystery Plane comes from the collection of Brian Baker, who says Robert O'Dell took the shot at North Philadelphia, PA airport on February 22, 1960. Drop us a line with your answer by April 25,1999 for inclu­ sion in the June issue of Vintage Airplane.

The December Mystery Plane was one of those big hulking bombers from before WW-II. From El Paso, TX we got this response:

by H.G. Frautschy As noted by Pete Bowers and Larry Knechtel, this Curtiss B-2 was assigned to the 11th Bomb Squadron. It is unusual for a bomber to have a blaze decoration on the nose and engine nacelles in the manner of contemporary Army Air Corps fighters.

Curtiss B-2 Bomber

10 MARCH 1999

"Regarding the 'Mystery Plane' appearing in the December, 1998 issue ofyour wonderful publica­ tion, it is a Curtiss B-2 Bomber used in the old Army Air Corps, circa late '20s, early '3Os. "My interest in aviation is primarily restricted to the same general time frame but to civil, commer­ cially-built aircraft ofthe era, ie., Travel Air, Waco, Stinson, Taylor, Aeronca, Swallow, Ryan, etc. , as opposed to militmy aircraft.

"But 1 recalled seeing a Curtiss B-2 at Selfridge Field, Ml during an 'Open House' event back in 1930, or perhaps 1931. In my library I have a publi­ cation concerning the history ofall aircraft stationed at one time or another at Chanute Field, IL between 1917 and 1990. The B-2 was such an aircraft, re­ placing DH-4s at the facility. " "The information concerning the B-2 in the pub­ lication included the unusual feature ofplacing flexible weapons at the rear ofeach engine nacelle as well as in the bomber's nose. General info on the outsized bird gave it a 90-foot wingspan, length of 47.5 feet with power from two Curtiss V-1570-7 en­ gines of600 hp each. Cruise speed was in the 133 mph range, give a knot or two.

"Incidentally, your excellent article on the Key­ stone K-78 Patrician mentioned the No . 2 plane being flown by then Capt. St. Clair Street (sic) on a transcontinental tour to demonstrate its perfor­ mance and reliability . [served in the 13th Air Force in the Southwest Pacific Area when the 13th was commanded by Maj. Gen. St. Clair Streett. He was afascinating man with a long and distinguished career as a true pioneer in th e de velopment of American Air Power. His successor, toward the end of the war, was a fighter pilot from Detroit, MI, who came over from th e 5th AAF, Maj. Gen .

Paul Wurthsmith .

..J look Jorward eagerly each month to receiving Vintage Airplane and it get a special charge out ojthe 'Mystery Plane' column as well as 'Pass it to Buck' by my old compadre, 'Buck Hilbert. '" And in the words of Mr. Buck, Over To You, Bruce Bissonette (EAA 83283, VAA 26117 EI Paso, TX

From Larry Knechtel, Seattle, WA: "When an Army board ojseven offi­ cers met in February, 1928 to choose a bomber type Jor production it disagreed on the merits ojthe Curtiss XB-2 and its main competitor, the Keystone XBL-6. Al­ though the Jormer had byJar th e best perJormance, critics complained that it cost too much and was 'too bigJor exist­ ing hangars. ' A 4 to 3 decision put th e Keyston e in production, but Roy Cagle sent in his response identifying the B-2, but he the B-2 's excellent p erJor­ had an additional question. He wonders if anyone can mance could not be ignored identify the two crewman perched on and next to the and on 23 June 1928, Curtiss cockpit of this Keystone LB-7, a contemporary of the did get a $1 ,050,473 contract Curtiss bomber.

Jor 12 B-2 'soDeliveries were made Jrom May, 1929 to Jan­ uary, 1930. " Ralph Nortell, Spokane, WA adds this ... "Though high in quality, and demon­ strating superior performance over anything in its class, the Army ordered a production run of only 12 B-2s in 1928.

The less expensive Keystone "Panthers" were to have the distinction of closing out the era of the heavy biplane bomber, with a final order for 39 B-6As in 1932. Keystone

was to deliver a total of 140 bombers, in­ cluding revised "LBs" and production machines."

Courtesy of Pete Bowers, we have the Curtiss B-2 Condor bomber specs: Span: 90 ft; length 47 ft , 6 in; wing area 1496 sq. ft; empty weight: 9,300 Ibs; gross weight: 16,591 lbs; 2 600 hp Curtiss V-1570-7 engines. High speed: 132 mph; range 805 miles @ 105 mph. Six civil transport variants were built, using the B2's wings, tail, and engines fitted to a new I8-passenger fuselage.

Correct answers were received from: John Beebe, White Stone, VA; Don Har­ ris, Cherry Hill , NJ; Wayne Van Valkenburgh, Jasper, GA ; Bob Pauley, Farmington Hills, Ml; Roger Miller, Mid­ dletown, OH; Bill Hare, Mission, KS; Kaz Grevera , Sunnyvale, CA; Frank Abar, Livonia, MI; Nick Fratangelo, Clyde, NJ and Marty Eisenmann, Alta Lorna, CA. Send your Mystery Plane correspon­ dence to: Vintage Mystery Plane, EAA, P.D. Box 3086, Oshkosh, W154903-3086.

Ifyou 'd preJer to send your response via e-mail, send it to: vintage@eaa.org Be certain to include both y our nam e and the address in the body oj the copy and put "(Month) Mystery Plane" in the subject line. ~

The most unusual feature of the Condor was the machine gun nest in the rear of each engine nacelle, which projected well beyond the trailing edge of the wing. This flight view of a Curtiss B-2 of the 96th Bomb Squadron shows this detail clearly, but it does not show another too well.

This plane was used to test an early automatic pilot during the 1930 West Coast Air Maneuvers in 1930. The pilot is "off" the controls and is standing on his seat. The co-pilot, not visible from this angle, is out of the cockpit and laying on top of the fuselage! - Pete Bowers

VINTAGE MAGAZINE

11

ON THE COVER

a Q1J

ars in a name, airplane-wise? ravel Air, Spartan Executive, Cub - each conjures up a spe­ cific image, or evokes a feeling.

Imagine hearing Travel Air back in the 1930s, and perhaps you'd think of going to a far off destination in a magic carpet with silver biplane wings. Read Executive, and you think of a well dressed busi­ nessman climbing up into his shiny monoplane and winging off to some distant meeting with a corpo­ rate board. See the Piper Cub logo , and instantly think yellow, with a black lightning stripe.

How about Eaglerock?

Now I'll be honest, I'm too young to remember the airplane during its heyday, but the name sure has impact. It says, "strong, capable of nearly ef­ fortless flight, able to take it," etc.

Alexander Aircraft must have thought so too, as they named their biplane series produced in Denver and then Colorado Springs after two items famous throughout the West - rocks, as in the mountains immediately to the west, and the eagles who fished in the streams and rivers of Colorado.

Built only a few decades after the west was won, the Alexander Eaglerock A-I rolled out of the hangar in Colorado Springs. A robust biplane pow­ ered by a Wright J-5 radial of220 hp, the Eaglerock was very capable in the "hot and high" conditions of the west, and became a popular mount for those who could afford it. The A-2 model, equipped with a WW-I surplus Curtiss OX-5 engine was celiainly

er

el:ock

quite a bit less expensive ($7,500 vs. $2,475 !), but the extra 130 horses were really needed out west when the air got thin! Some added wing area didn't hurt either.

Like many of its contemporaries, the "A" series of Eaglerocks was available with a number of en­ gine configurations, from the common OX-5 to the 260 hp Menasco-Salmson. The 180 hp Hisso was available; one could even buy an Eaglerock with the six-cylinder radial Curtiss Challenger of 170 hp, sold as the A-13 version.

It must also be remembered that it was also stan­ dard practice to allow a customer to order his airplane minus engine and prop. Then, he would ship his engine and prop to the factory for installa­ tion on his new airplane. Having a wide range of engine choices gave a price range that could incor­ pOl'ate a larger market, and would allow a broader group of potential buyers to choose an airframe for their engine.

Alexander Aircraft had one of the largest aircraft factories in the world at the close of the 1920s, and the field elevation of nearly 6,200 ft. gave the fac­ tory plenty of opportunity to test the high altitude capabilities of their aircraft by simply rolling them out the hangar door and going flying. One can't help wonder what it was like to take delivery of a new OX-5 powered Eaglerock on a hot July day ­ you'd want to get up well before dawn and be rolling across the grass at daybreak so you could put a thousand feet below you (if you were headed

By H.G. Frautschy

12 MARCH 1999

east!) by the time the turbulence of midday made flying a wrestling match between you and the control stick.

Before the J-5 powered Eaglerock, there was the "Longwing" Eaglerock, notable in many ways but especially since it was the first airplane built by Alexander Aircraft from the design work of a very young AI Mooney .

Only 19 years old at the time, young AI designed the "Longwing" to keep the Alexander Aircraft company in the airplane business . Before Mooney's design , the company had made one copy of the Longren bi­ plane, with additional work on the design by Dan Noonan, one of the bi­ plane ' s original engineers. When the airplane failed to get off the ground with Mr. and Mrs . Alexander, who planned on flying it all the way from Denver to Detroit for the big Detroit Air Show, young AI was able to show why the airplane failed to meet expec­ tations. Not only that, he had his own design to show to J. D. Alexander, and too his credit, even Dan Noonan suggested that AI be allowed to fol­ low through with his design.

AI did just that, finalizing the de­ sign of the "Longwing" Eaglerock before leaving the company to work for the Marshall Airplane Company in Missouri , a program that never re­ sulted the actual production of airplanes available for sale. In the meantime, Alexander had Fred Land­ graff heading up the engineering to bring the Eaglerock design into the new air-cooled age, reading the air­ frame for the installation of the

Wright J-5. With some fore­ sight, the team designed the airframe with a removable en­ gine mount, so that different engines could be mounted. AI came back to Alexander just in time to get to work on certify­ ing the biplane to the new Department of Commerce specifications as project engi­ neer.

The J-5 powered Eaglerock proved its mettle for many owner/pilots, and well into the post-war period it was being flown as cropdusters usually with a "hopped-up" engine in­ stallation . Most of the Eaglerocks that survived the 1940s simply got used up as cropdusters - they were used for parts or didn't sur­ vive a brush with the ground or obstacles.

One of the few that did survive last flew in 1947, before it began an odyssey that would take over 50 years before it flew again. Depending on your point of view, it was either a pile of parts or a project. In the early J980s, NC439V eventu­ ally found its way to Joe Koller (EAA 23289, (top photo) The Hamilton-Standard 108" prop dominates the VAA 839 J) of North Wright J-5 engine mounted on the nose of the Alexander A-l Lake, WI. At that time, Eaglerock restored by Joe Koller and Tom Brown.

Joe owned a precision tool manufacturing com­ (bottom photo)Tom Hegy (left) and Joe Koller with the Eaglerock at the Hartford, WI airport. pany , Balax . He was very busy with his business, and then following the purchase of the Eagle­ rock, Joe carried his sweetheart, Bridget,"over the threshold" after they were married. Raising the two young­ sters , Katie and John, who would follow also added to his time load, so understandably the time spent on the Eaglerock project was pretty limited.

Joe is also an avid collector of antique motorcycles and loves a good hot rod or two . His oldest cycle is a J 902 Mitchell, built the year before the first Harley-Davidson was built. Joe esti­ mates he has the most extensive collection of Wisconsin-built motorcy­ cles in existence. Still, his talents in building up small mechanical items made plenty of headway into the pile

14 MARCH 1999

of Eaglerock parts. A new landing gear was welded up, and a set of wheels were built as well. While a pretty com­ plete project, much of it needed to be recreated. Also helpful was the late Stan Gomoll, who was able to lend some parts he had from an Eaglerock project. A full set of landing gear parts was lent by Stan, so Joe could build up a set of jigs to construct a replacement for his biplane. More welding was done on the lower fuselage longeron, which needed to be reworked, since a crash in 1947 had badly bent them.

But the pile still had some big projects still lurking inside, and each time Joe would trip over them in his garage, he 'd think, "I have to ftnish this someday!"

The ftnal push came in the form of a gentle jab from a flying friend at the Hartford, WI airport. Tom Hegy (EAA 6849, V AA 16421) has been around airplanes as long as he can remember (his uncle is the iiI' 01' propmaker, Ray Hegy, EAA 276). Tom chided Joe one day about the project, and suggested he

have some- one else ftnish it up.

Who? Tom Brown (EAA 24495 , V AA 6786) of Brown Aero in Unity, WI came highly recommended by Tom Hegy, who knew that Brown had the talent and persistence to finish this challenging project. A full Wells Cargo trailer was hauled up to Unity , WI where Tom's shop and home are set in the northern end of the sandy plain that makes up central Wisconsin. Joe refers to the location as "geographically chal­ lenged," since it is a bit of a drive to just "pop over and have a look at how things are going."

Tom Hegy's recommendation was certainly not in vain, and Joe was pleased with the beautiful work that progressed in Tom Brown's shop.

One of the most time consuming parts of the restoration were the recon­ struction of the the wings. At ftrst they looked okay, thanks to the Alexander factory's method of dunking the entire wing structure in a " Lionoil" dipping

tank. But closer inspection revealed a set of wings that needed a complete re­ build . The wing ribs were routed out plywood with capstrips on the top and bottom. A lot of 1/16 aircraft ply was used and milled on a CNC machine with a router bit in it, creating a stack of would-be ribs which then just needed a new 112" spruce capstrips to make them ready for installation on the spars.

One of the nice things about the project was the length of time it had spent unrestored. Lying around since 1947 meant that a few parts and pieces disappeared over the years, but on the plus side, when Tom scraped away some of the material on one of the sheet metal pieces, he found what looked like original paint. At ftrst , he wasn't sure, but a look at some factory photos obtained from the Smithson­ ian's Air and Space Museum archives showed the dark color on the sheet metal. To accurately match the paint, the badly oxidized paint was doused with water, and then the sample was VINTAGE AIRPLANE

15

The impeccable interior work done in the cockpit of the Eaglerock shows the effort put into each restoration by Tom Brown of Brown Aero in Unity, WI. The Consolidated instrument panel cluster in the center is the jewel of the panel, which also has a pair of U.s.

Navy inclinometers and a genuine Bendix-Scintilla magneto switch.

matched with a color chip while the water was still on the surface. For darker colors, this type of test can be very accurate if the paint is degraded.

The finish on the restoration is Ran足 dolph butyrate dope on the fabric, with Dupont Centari enamel on the metal parts. In an effort to keep the dope looking original, it was kept just a bit "flat" , and the Centari's shine was modified with just a touch of flattening agent to match the dope . I think it is

16 MARCH 1999

Streamlining was just beginning to be seen in regular applications on many aircraft, as seen in the shock cord fairings. The complex landing gear had to be completely constructed from jigs made and checked against an original landing gear lent by Stan Gomoll.

one of the nicest matching jobs I've ever seen on a restored airplane - the same look as the dope, but with the added durability of the polyurethane enamel on the metal. Just great!

Keeping your ears open to what's happening around your circle of friends can be a big help too . One day back in the mid-1980s, Joe heard that EAA's Norm Petersen had chanced upon a Consolidated instrument panel, and had it at his home in Oshkosh. Joe called

and said, "Hey, you still got that panel?"

"Sure do," Norm replied.

The following weekend saw Norm heading down to North Lake with the panel, and returning home with a 1963 BSA 441 Victor motorcycle, which Joe had offered to trade with Norm for the rare instrument panel. A little horse trading can come in handy .. .

Some help from other antiquers in the Midwest also added to the mix.

- Continued on page 29足

Jim Koepnick

.A.S.A. - Construcciones Aero­ nauticas S.A. of Cadiz, Spain ­ knew a good thing when they saw it in 1938. They were busy manu­ facturing all sorts of aircraft for the Spanish Air Force, including aircraft oftheir own de­ sign. The bulk of their work, in the interest of expediency, were other designs too, in­ cluding the Dornier Wal , and the Vickers Wildebeest torpedo seaplane. Probably the most enduring aircraft they built under li­ cense from an original manufacturer was a copy of the Bii 131 Jungmann , designated the C .A .S.A . 1.131. The Biicker Bii 133 Jungmeister has quickly gained a reputation for being the ultimate aerobatic mount in pre-WW-II Europe, and its two-place prede­ cessor, the Jungmann, was also recognized as an excellent training ship for military pi­ lots . The Spanish must have been quite taken by the type - according to the book "Die Biicker-Flugzeuhe" authored by Erwin Konig and published in 1987, about 100 of

C

Larry and Vic Gronski's

Spanish-built Jungmann

By n.G. Frautschy

VINTAGE AIRPLANE

17

The many lakes around Lakeland, FL provide a blue backdrop on a sunny morning during the annual Sun 'n Fun EAA Fly-In. Larry Gronski banks the C.A.S.A 1.131 showing off the beautiful work done on the covering and paintwork of the Gronski family Jungmann. The yellow mark­ ings on the wings, rudder and nose denote a low-flying aircraft to the German gunners, mak­ ing it clear they were not to shoot it down in the heat of battle.

The Jungmann design incorporates these small half-doors which allow the pilot and student (or passenger) to exit and enter the cockpit easily. The front 'pit has minimal instrumentation and a small "crash pad" mounted in the center. Larry and Vic installed slightly oversize windshields for pilot and passenger comfort. Those of us six feet tall appreciate the effort!

18 MARCH 1999

the 131 type were imported from Ger­ many before C.A.S.A. started to built them after an agreement was made with Blicker Flugzeugbau (so does the Profile No . 222) . The Putnam book " Aircraft of The Spanish Civil War 1936-1939" puts the import number at 50, encompassing Serial Nos. 33-1 through 33-50. Of course, while the Jungmann is certainly a great aircraft, you ' ve got to keep in mind that the choice may have been "helped" by the amount of influence the German gov­ ernment had within the Spanish Nationalist government in the days be­ fore and during the Spanish Civil War ( 1936-1939).

The mainstay of the primary train­ ing commands for a couple of neutral European nations , and of the Axis powers in WW-II, the Jungmann flew on after the war , serving as initial mounts for both military students in Spain, Czechoslovakia and Switzer­

land until well into the 1960s . The Spanish Air Force kept their Jung­ manns for quite some time as well, finally selling them in the early 1970s.

(The Spanish military pilots stub­ bornly refused to give the airplanes up!) To this day, there are many who consider the Jungmann the perfect aer­ obatic trainer. Both Blickers have enjoyed an excellent reputation here in the States, and have long been sought as prize aircraft, meant to be enjoyed like a fine wine with a good meal.

Jose Martin had a brother in Spain who had a connection with the authori­ ties, and he was able to import a large number of the the Blickers into the USA , where they were stored in at least eight different hangars. Vic Gron­ ski of Live Oak, FL really wanted one of those Jungmanns, but he had a small problem - he didn't have the cash to pony up for a complete airplane. What he did have was restoration talent,

The Spanish-built E.N.MA Tigre engine G-IV-A of 125 hp is expertly installed under an original sheet metal cowl.

and between he and his son , Larry (EAA 23264, V AA 6513), they struck a deal with Jose. They would first re­ store an entire Jungmann up through fabric for Jose.

In return , they could pick through the eight hangars full of parts and piece s to put together an entire C.A.S.A. 1. 131 for themselve s. The deal was struck in the late 1970s, and Vic and Larry worked on the first pro­ ject as fast as they could, but for both the airplane they built up for Jose Mar­ tin , and their own Jungmann , it was slow going at times. Larry was a career Navy man, serving as a crew member on Lockheed P2Vs , Grumman S2

Trackers and Lockheed P3 Orions. A pilot since 1963, Larry had headed off to Em­ bry-Riddle for an education on his then-intended career path, only to be interrupted by a " request" from Uncle Sam . His number came up, and rather than get drafted into the Army, he vol­ unteered for the Navy.

Larry joked that parts of their Jung­ mann, a C.A.S.A. machine built in late 1954-early 1953 , have more flying time in various Navy aircraft than they do as a complete airplane, due to the Navy moving him around from base to base. Still, they managed to keep at it,

The aft cockpit is appointed with just what you need for light aerobatics and VFR fun .

On the far right, with the markings M-1, M­ 2, etc. is the magneto switch. The rest of the gauges are self explanatory, with the excep­ tion of the metric altimeter, mounted at center right. The tachometer is mounted on the outside of the front cockpit (inset) mak­ ing it easy to glance at while on final approach.

Jay Tolbert

VINTAGE AIRPLANE

19

Jay Tolbert

Vic Gronski (left) and his son Larry rebuilt the C.A.S.A. 1.131 to depict a Luftwaffe squadron hack used in WoN-II.

with Vic being the primary mechanic, or "head wrench" as Larry calls him.

Vic had worked as a mechanic for the DuPont company for 27- 112 years, re­ tiring early and heading off to learn something he really wanted to do - he went back to school and earned his A & P mechanic's license! He and his wife took off a few years, selling their home, putting their furniture in storage and traveling the country in an recre­

ational vehicle. They were lookjng for an airpark to settle on, and on a trip to EAA Oshkosh, they found the property in Florida they were looking for in Live Oak, FL. Settling in, Larry later joined them on the airpark on an ad­ joining two acres . Now working for the state of Florida, Larry was able to make the final push to complete the C.A.S.A. with his dad.

Having the pick of the litter of C.A.S.A. parts, which had been stored in the Spanish desert as complete airplanes or spares, meant that much of the work that needed to be done was cos­ metic in nature, but both Larry and Vic were quick to point out there was plenty to inspect and renew . The steel tube fuselage was grit-blasted down to bare metal and then primed with polyurethane enamel. The fab­ ric is Ceconite, with a Air Tech finish .

The choice of color scheme was given quite a bit of thought, and since the Bli 131 was pro­ duced and exported in so many countries, the choices were nu­ merous. Looking for something The Green Heart Squadron, 8.1J.G .S4 "Grunherz," used aBO 131 as the communications airplane and squadron "hack" during 1942 while based on the eastern front during WoN-II.

20 MARCH 1999

unusual, Vic spotted a picture in Pro­ file 222, and decided on the markings for a Jungmann serving in unusual duty in the German Luftwaffe. In the interest of maintaining the paint as long as possible, they chose to keep the final finish glossy, as opposed to the flat finish used during the war years.

The colors picked were originally on a Bli 131 D being kept by Luftwaffe fighter squadron 8./J.G.S4 "Grunherz" (Green Heart), based on the eastern front in 1942. Used as communications aircraft and squadron "hack," it was kept in camouflage colors.

Also beautifully maintained and re­ stored is the Spanish-built Tigre engine originally used on the C.A.S.A. air­ planes. The entire airplane shines with beautiful craftsmanship, and the engine compartment is a real showpiece, with neatly wrapped clamps and ties evi­ dent, and a spotless finish to each of the components.

It took almost IS years to complete the widely traveled project, one they completed in 1995 . They've enjoyed the visits of many folks who recall the reputation of the Jungmann. Some re­ call even more than that, noting the markings on the airplane and the bit­ tersweet memories of that time. One visitor at the Sun 'n Fun EAA Fly-In, Eric , stood by the airplane for a long time, recalling the four and a half hours of training he received in a Jungmann before he was sent to the front to fly an Me 109. Vic pointed out that he couldn't change history , but he certainly could show younger generations what existed back in those turbulent days, both good and bad.

Their beautiful work rebuilding their C.A.S.A. 1.131 to depict a Luftwaffe aircraft brings to life an extraordinary time in our history. ......

Trivla

Question:

What country produced the largest number of license­ built Jungmanns? answer on page 33

1985 - Three and a half-year-old Scott flash­ es a thunbs up before flying with his dad Brad in the family Stearman.

As we come to our first tum point just south of Sacramento, the sectional in use must be unfolded and reversed, which any open cockpit flyer knows is no easy task. "Dad, I'm going to flip the map now." About two seconds later half of Scott's chart inflates like a WW -II para­ chute and sails over the tail to become a permanent part of the landscape. I'll keep the remaining half as long as I live.

There are many other lifelong memo­ ries of the trip. Images of rows and rows of southern California windmills, circling over the mile wide meteor crater in Arizona, lousy food, flying through the pass at Albuquerque and the many, many miles of flat landscape east of the Rocky Mountains. The most important memory, however, is the hours and days spent with my son flying in an ancient airplane at 100 miles an hour over this great country.

N39WR was initially based at West Memphis Airport which is just west of the Mississippi River and the city of Memphis but was soon moved to her cur­ rent home at Olive Branch Airport in Mississippi. The Stearman never missed a beat throughout the many California banner towing hours and the trip west.

November 22 , 1998 : A beautiful , warm, fall afternoon greets the Memphis area and Scott and I hustle out to Olive Branch Airport after church . It is his 16th birthday and we have been working towards this day almost all of his life .

After three takeoffs and landings I let Scott solo and old N39WR introduced 22 MARCH 1999

1991 - At the age of 10, Scott enjoys a Dr. Pepper during a fuel stop on the memo­ rable trip out east.

yet another pilot to the wonderful realm At first I could find no one to insure a of flight. Congratulations and the tradi­ 16-year-old student pilot in a PT-17, but tional shirt tail cutting followed. Scott through the generous help of EAA and then proceeded to solo one of Douglas Avemco Insurance, the problem was Aviation's C-152s. This time I cut off solved. Thanks to all. the front part of his shirt.

Scott is an EAA member, #509929 .

Standing beside the runway watching .. a gift from his father at EAA Air­ Scott and 39WR, I experienced an entire Venture '98. ~ realm of emotions. At first I was nervous, 1998 - Scott (EAA 509929) looses the back of his shirt after solo­ worried that I had not ing the Stearman on November 22,1998. taught him all the in­ tricacies of the big biplane. Would he re­ member to keep the aileron into the cross­ wind throughout the flare or to clear the en­ gine on final? Only after his first landing did I reflect on all that had gone before and all that now must come to pass. I knew then that if he has the passion, he could liter­ ally take this profession to the stars.

The choice is his, but he has taken the first step. There is no greater way to honor a father than for his son to make him proud .

Scott is a boy no longer.

The next day, Scott and I drove to the lo­ cal DMV and he passed his driving test.

FROM THE ARCHIVES

by H.G. Frautschy The next few editions of"From the Archives" will focus on the Flaglor collection, a donation of negatives ofGolden Age aircraft donated by Ken Flaglor ofKansasville, WI.

Douglas DC-2. The airplane that was only one step away from becoming a legend, the DC-2 was the first version available to many airlines outside ofthe DC-1's initial customer, TWA. Only one DC-1 was built, but the DC-2 had plenty of customers. This example is shown in Pan American Airways markings, the location unknown. Pan Am used the DC-2 on its extensive Central and South American routes.

One of many a young boy's favorite model airplane, the Curtiss P-6E Hawk. Only 46 P-6Es were built, all of them assigned to the 17th "Snow Owl" and 94th "Indian Head" pursuit squadrons based at Selfridge Field, MI.

The P-6E's predecessor, the Curtiss P-6D didn't have the sleek appearance of the most famous version of the Hawk series.

The notes on the envelope indicate this shot was taken at Wright Field in Dayton, OH. VINTAGE AIRPLANE

23

....*,"~:+..l.."".liiiiiiiiit::d This Stinson U trimotor is shown serv-

~~

ing with the Aeronaves de Mexico SA The "u" was powered with a trio of '-"'---='-'-'""""'"'---..::.....:::..-'-c:.:.....--"".t..:...~-'-"-_~"'-'....:.....---'=....:.....-<..::.-.:.:..=:....:..:.-===~......:.::......:.!==:.=...,.:...:.-~=---.J 240 hp Lycoming R-680-BA eng i nes.

The Bellanca C-27A was the adaptation of a civilian Bellanca Airbus.

It featured a large cabin that could accommodate 12 seats or cargo, which could be loaded via large cargo doors. Fourteen of the type (four Y1C-27, 10 C-27A) were purchased by Army Air Corps. There was one C-27B, one of the C-27 A's converted with the installation of a 67S hp Wright Cyclone. The C27 A was powered by the Pratt & Whitney Hornet of 650 hp.

The Bellanca CH-400 Skyrocket found it's way into military use, becoming the XRE series. Three were purchased by the Navy - XRE-1 and XRE-2 were used at Anacostia NAS, where -2 (left) was used in radio research . XRE-3 was used by the Marines as an air ambulance, with room for two stretchers.

24 MARCH 1999

PASS IT TO BUCK

by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Forced Landing

Into the Future.

photos courtesy of John Houser

Sounds sort of si Ily , doesn't it?

But that's what's happened to this old "Buck." I didn't realize that was the case untill just picked up the Janu­ ary/February issue of FAA Aviation News. On the last page, inside the back cover to be exact, Phyllis Anne Duncan, FAA AV News Editor's Runway columnist, reiterated some advice from a 30 year-old editorial by a long retired FAA Accident Preven­ tion Specialist.

His one statement she capitalized on was, "Look to the future; that's where you'll spend the rest of your life." That sort of dislodged the mental block I've been using to resist the computer age.

Well, maybe not completely dislodged, but it certainly nudged it a little.

I've been resisting, fighting , avoid­ ing and using all sorts of devious ways to get around the "compouter." No, I didn't misspell the word; that's what happens whenever someone tells me has an "E" mail address and asks what mine is! I pout.

Seems like everyone I come in con­ tact with has "E" mail addresses and the standard reply when I say I'm illiterate, is something like , "Well, gee, you oughta get into it; it's soooo easy and convenient, and fast!"

The crowing precipice pusher was at

a recent Rules meeting at FAA. There I learned that the "Alerts" bulletin would no longer be a postal hard copy, that it would be on the internet. I screamed!

This is one of the prime Service publi­ cations that tips off A&Ps and lAs of trends or problems from the field.

"What about us illiterates?," I hollered.

The reply was even more disconcerting.

"Go to your local library. They'll have access to the internet and they'll get it up for you."

That shut me up for a moment while I pondered the logistics of doing the 14 mile round robin from the super boonies here to town to get information that used to be delivered to the door. It cer­ tainly didn ' t do anything for my peace of mind, that's for sure.

I never did go to the library, but I did talk to some friends who have tried this track. They were not very happy .

The locals (I use that word because] guess seven miles one way is "local" in some people's minds) , and they were not at all happy about having to wait in line where the one underpaid, overworked librarian would try to ac­ commodate them.

Now I must confess I have a com­ puter. I bought it about six months ago from another illiterate who bought it new and then, like me, was so baffled

and confused and enraged that he just stared at the thing in abject hatred while trying to think of some way to get re­ venge. ] found out how to turn it on, but believe me (and laugh if you must), I couldn't figure out how to turn the blasted think "OFF." My four-year-old granddaughter fmally turned it off when I wasn't looking.

I bought the Dummies book. It was right! I am a Dummy. It didn't tell me anything that wasn't even more confus­ ing and maddening.

Number three daughter came home for Christmas and showed me how to Off and On, and how to access the games programs. So I spend a lot of time playing solitaire and Free Cell.

She gave me a WW-I game that I still can't figure out, and went back home.

More frustration.

Complaining about all this did one thing. A local "wrench" here in town has a son who set him up with his computer and he had nothing but praise for how easy it was, what an as­ set it is , and how much it helps him correspond with his fellow "Wrenches" in so lving automobile idiosyncrasies they all experience. I find out there are all kinds of automo­ bile technicians on the "net."

I asked if I could get some dual inVINTAGE AIRPLANE

25

struction . I got it. And I'm more con­ fused than ever. I got some more, and his son remarked to dad after one ses­ sion that he co uldn 't understand the "rage" working with the computer that 1 ex hibited. I actually lay in bed at night trying to figure out how I can take revenge on this electronic torture device. 1 dream of icons, and eng ines, and trying to understand the terminol­ ogy, and experience more anger than when my teenager came home with the dented fender.

I sit at the thing for hours trying to figure out what I did to erase the whole dad blamed letter I just wrote and I la­ boriously tried to understand Fonts, and all the rest of the garbage.

I'm on lin e, but I ha ve trouble ac­ cessing my mail. I haven 't figured out yet how to even send. But I ' m now signed up for formal lessons and maybe, just maybe, there is a glimmer of hope th at thinking like that editorial says, "I' ll be living in the future." f( 3t(ck of' Over to you, 26 MARCH 1999

Here's a little history for you. This is the prototype Aeronca 7AC, with the trim color snaking its way down the fuselage, then up the fin and out the tra iling edge of the rudder. The colors were chrome yellow with international orange trim, separated by a thin black pinstripe. The produc­ tion ships had the more familiar trim applied on the aft fuselage we've all seen . This airplane was finished on April 29, 1944, as Aeronca began to look to the future after their wartime obligations to produce Fairchild PT-23s ran out.

(Inset) The production Aeronca 7AC Champion instrument panel had everything required by the regs for VFR flight - a tachometer, altimeter, oil temp, oil pressure, compass and an airspeed indi­ cator. Look below the panel to the left of the fuel line - that little item with the Bowden cable attached to it is the cabin heat deflector. If you took the deflector off, your left foot would fry while the rest of you froze when flying in the winter!

'"*=mes NEW MEMBERS Pierre Durry .........Brussels, Belgium Bennett L. Sorensen ....... Wichita, KS

Mattituck Airbase, Inc.......................

Kim Heyerdahl ............ Oslo, Norway Russell L. Tuckel, Jr.... Lawrence, KS

........................... .. ....... Mattituck, NY

John Kerr .......................................... .

Clyde E. Gillis ..Thompkinsville, KY

William E. Siperek .. Cattaraugus, NY

.....Cleaveland, Queensland, Australia Edward G. Martin ............................ ..

Frank Castronovo ............................. ..

William Cambell ............ Almyra, AR ............................... Lake Charles, LA

................................Youngstown, OH

Charles Dearborn ........... Nogales, AZ Glen Salmon ............. Amesbury, MA

Todd R. Fredricks ..........Vincent, OH

Dale Jensen ..................... Benson, AZ Stephen P. Benedik....Woodbine, MD

Robert E. Gheen ........... Fairborn, OH

Dennis Allen ............. San Mateo, CA Thomas E. Zink ..... Glen Burnie, MD

Paul E. Gould ................ Sardinia, OH

John Carver ..................... Soquel, CA Frank M. Bracken ........ Plymouth, MI

Kenneth A. Holmes ...Zanesville, OH

A. Lee Delano ............ Waterford, CA Jeffrey R. Flaugher ...... Clarkston, MI

Alan H. Jeske ................ Malvern, OH

James P. Jackson...Walnut Creek, CA Melvin E. Schaapman ....Zeeland, MI

Donald Siefer ......... Beavercreek, OH

Doug Kelly...........San Francisco, CA Donald A. Wennersten ...................... .

Robert D. Wright.. ........... Toledo, OH

...................................Ann Arbor, MI

Terry W. Bruch .............. Duncan, OK

Lorenzo Lamas ............. Burbank, CA Michael D. Gunlogson ...................... .

Ted O. Huddleston...... ... Bethany, OK

James E. McDonald .. ......................... ................................... Clarkfield, MN

Dennis H. Hirst.. .............................. ..

........................... Newport Beach, CA Charles F. Hoover, Jr. .....St Paul, MN

.. ................ Sebringville, ON, Canada

David R. Myatt .............Torrance, CA Robert H. Hucker ....... Lakeville, MN

Robert A. Wansbrough ...................... .

Keith L. Newcomer ......... Arcata, CA Charles Elliot .................. Leland, MS

....................... Dunsford, ON, Canada

Richard M. Knee ....Nevada City, CA

James R. Pyle .............. Riverside, CA J. Jay Billmayer ........ .. .Kalispell, MT Ronald L. Enck.. .......... Corvallis, OR

Seth Williams ....... San Francisco, CA Bo Dickens .... .. ............. Concord, NC Melvin D. Evers .............. Elmira, OR

Tracy D. Harmer.. ...... Longmont, CO Tom Hales ................ Bladenboro, NC Dorothy M. Schick ......... Eugene, OR

Carroll Paul Daly ..St. Petersburg, FL Scott R. HufL ................ Raleigh, NC James Waud................... Portland, OR

Richard Hays ................. Sarasota, FL Roy A. McGalliard ...Morganton, NC Charles A. Pammer, Jr...................... ..

Matthew Verrando ........ .....Ocala, FL Michael T. Moore ....Wilmington, NC .................................... Allentown, PA

Stephen Ernst .................. Senoia, GA Bruce E. Williams ....... Charlotte, NC Fredrick E. Christen .Gainesville, TX

Thomas A. Hill ................... Boise, ID Robert C. Frohm ........... AlIiance, NE Bruce Miller .......... .......... .. Plano, TX

Elton L. Eisele .......... Streamwood, lL Richard Jeffries ............... Omaha, NE Neal H. Brutsche .Salt Lake City, UT

Rudolf Mueller.. ............ Glenview, IL Jeff Banks .................... Meredith, NH Gary Green .................... Quinton, VA

Merton Rupert ............... McHenry, lL Michael Firczuk ............ Durham, NH Glen Eisenbrey ......... Greenbank, WA

Paul Taylor ...................... Esmond, IL Peter C. LeBlanc ......... Plymouth, NH Chcuk Lyons .............. Deer Park, WA

Archie F. James ......... Fort Wayne, IN Deberah L. Black ....... Las Vegas, NV Richard G. Oliver ..... Burlington, WA

Ralph Lutes ............. Shipshewana, IN Harry F. Jenkins ................. Reno, NV John Novotny, Jr........... Montello, WI

VINTAGE AIRPLANE

27

JUNE 11-/3 - MATTOON, IL - 3rd Annual MTO Luscombe Fly-In. Luscombe judging and awards,forums and banquet. $50 cash to Lus­ combe that fli es thefartestto attend. Contacts: Jerry Cox, 217/2 34-8720 or Shannon Yoakim, 2171234-7120.

JUNE 17-20- CREVE COEUR, MO - Ameri­ can Waco Club Fly- In . Info: Phil Coulson.

616/624-6490 or Jerry Brown, 317/535-8882.

Fly- In Calendar The following list ofcoming events is furnished to our readers as a mailer ofinformation only and does not constitute approval, sponsorship, involvement, con­ trol or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, All: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the event date.

MARCH 20 - HUNTSVILLE, AL - EAA Chapter 190 Fly -In Breakfast at Mool/town Airport.

256/852-9781.

APRIL 11- /7 - LAKELAND, FL - 25th Anl/ual SUI/ 'n Fun EAA Fly-In and Convention. Info: 941/644­ 2431. Web site: lVww.sun-njun.org APRIL 17- HUNTSVILLE,AL - EAA Chapter 190 Fly- In Breakfast at Moontown Airport. 256/852­ 9781 APRIL 25 - HALF MOON BAY, CALIFORNIA ­ 9th al/nual Pacific Coast Dream Machines fly-in at Half Moon Bay Airport. 10 a.m. - 4 p.m. Antiques, classics. warbirds, vintage autos. trucks. Contact: 6501726-2328.

MA Y 7-9 - PINEHURST/SOUTHERN PINES, NC ­ Moore County Airport (SOP). EAA Chapter 3 Spring Fly-In. Trophies, EAA fellowship, Friday golftournament, Sat. banquet/guest ;peaker, Sun­ day poker run, Y.E. flights, vintage aviation films, HQ: Holiday Inn, Southern Pines. 910/692-3212.

Info: 910/ 947-6896, -1853 (Fax) or the web: IVIHV.southern-aviator.com/ac3/ MAY 8 - ALPENA, MI (APN) EAA Chapter 1021 "Spring Bust Out" Pal/cake breakfast, 8:00 AM to 12:00 I/oon. Aerobatics demonstration by a local Yak 55 and Glider Towing Demonstration by Alpena Soaring Club. For information phone 517­ 354-5465 or 517-354-2907 or emai l rbock@northlandlib.mi.us MAY 16 - WARWICK, NY - EAA Chapter 501 An­ nual Fly-In at Warwick Aerodrome (N72). 10 a.m.-4 p.m. Food available, trophies. Juding closes at2 p.m. Unicom 123.0 Info: Harry Barker.

973/838-7485.

MAY 16 - ROMEO VILLE, IL - Lewis Romeoville airport (LOT). EAA Chapter 15 Fly-In breakfast. 7 a.m.-Noon. Contact; Frank Goebel, 815/436-6153.

MAY 30 - ZANESVILLE, OH - Riverside Airport.

EAA Chapter 425 Fly-in. drive-in breakfast 8 a.lIl. ­ 2 p.m. Info: Darrell Todd, 740/450-8633.

JUNE 4-5 - BARTLESVILLE, OK - Frank Phillips Field. 13th Annual National Biplane Convention and Exposition. Biplane Expo '99. Static Displays, forums, seminars, workshops, exhibits. Biplanes and NBA members free. all others pay admission.

Info: Charles Harris, Chairman, 918/622-8400 or Virgil Gaede, Expo Director, 918/336-3976.

JUNE 4-5 - MERCED, CA - 42nd Merced West Coast Antique Fly-In. Info: Virginia or Ed MOI/ord.

209/383-4632.

28 MARCH 1999

JUNE 20-25 - DURANGO, CO - Animas Air Park. 31st annual International Cessna 170 As­ sociation convention. Bassed at the Doubletree Inn, 970/259-6580. Info: David or Judy Mason, 409/369-4362.

JUNE 26-27 - WALWORTH, WI - Bigfoot Field (WI05). Pancake breakfast/brunch. Aerobatic demo at 10 a.m., Stearman rides and displays of vintage aircraft, warbirds and experimentals. 7 a.m.-I p.m. Info: John Anderson, 414/248-8748.

JUNE 26-27 - PETERSBURG-DINWIDDIE, VIRGINIA - 3rd Annual State EAA Fly- In .

Contact: Ron VanSickle, 832/932-4709, www.vaeaa.org.

JUNE 26-27-LONGMONT, COLORADO ­ 21st Annual Rocky Mountain EAA Fly-In. Contact: Bill Marcy, 303/798-6086.

JUNE 27 - NILES, MI - Jerry Tyler Memorial Air­ port. EAA Chapter 865 Pancake Breakfast. 7 a.m.-I p.m. Info: Ralph Ballard, 616/684-0972 or Dick Haigh, 616/695-2057.

JUNE 27 - ZANESVILLE, OH - Municipal Air­ port. EAA Chapter 425 Airport Awareness Day. Fly-in, drive-in breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, 740/450-8633.

JULY 3-5 - WELLSVILLE, PA - Footlight Ranch.

10th annual Fourth ofJuZv Taildragger Fly-In. Info: John Shreve, 7171432-444101' Email ShreveprtN@aol.com JULY 5-8 - DENVER, CO - Centennial Airport.

Short Wing Piper Club annual cOl/vention. This year's theme: "Rocky MOllntain Rendezvous. ..

Info: Kent a 'Kelly, 303/979-3012, (Head­ winds@msn.com) or visit the SWPC web site at http:www.shortwing.com JULY 7-II-ARLINGTON, WA -Northwest EAA Regional Fly-in at Arlington Airport. Contact: Barbara Lawrence-Tolbert. 360/435-5857, or www.nweaa.org/mveaa/.

JULY 9 -II - LOMPOC, CA - 15th annual West Coas t Piper Cub Fly-In. Info: Brllce Fall, 8051733-1914.

JULY 16-18 WEST YELLOWSTONE, MT - 13th annual Northwest Mountain Region Family Fly­ In , Safety Conference and Trade Show at the Holiday Inn Conference Center. Sponsored by local EAA Chapters and the FAA Flight Stan­ dards District Office. Kit plane exhibitors and seminars. Contact: Jim Cooney, FAA FSDO, 1­ 800/457-9917, wwwJaa.govlfsdo/hln.

JULY 25 - ZANESVILLE, OH - Parr Airport.

EAA Chapter 425 Airport. Fly-in, drive-in breakfast 8 a.m. - 2 p.m. In/a: Darrell Todd.

740/450-8633.

JULY 28-AUGUST 3 - OSHKOSH, WI - 47th An­ II/W/ EAA AirVellture Oshkosh '99. Wittmall Regio/lai Airport. COlltact Johll Burtoll, EAA, P_O_Box 3086, WI 54903-3086 or see the web site at: IVwlV.airventure_org AUGUST 8- QUEEN CITY, MO - 12th annual Fly-In at Applegate, Airport. Info : 660/766­ 2644.

SEPTEMBER 3-6 - WELLSVILLE, PA - Foot­ light Ranch. 10th annllal Labor Day Fly-In.

Info: John Shreve, 717/432-444 1 or Email ShreveprtN@aol.com SEPTEMBER 4 - STEAMBOAT SPRINGS, CO ­ EAA Chapter 649 Vintage Fly-In. SEPTEMBER 5 - ZANESVILLE, OH - Riverside Airport. EAA Chapter 425 Airport. Fly-in, drive-in breakfast 8 a.m. - 2 p.m. Info: Darrell Todd, 740/450-8633.

SEPTEMBER 1M2-A TWATER, CALIFORNIA - Golden West EAA Fly-In at Castle Airport. Con­ tact: www.gwfly-in.org.

SEPTEMBER II-12 -MARION, OHIO -MERFI Mid-Eastern Regional Fly-In. Contact: Lou linde­ man, 9371849-9455.

OCTOBER 7-10 - MESA, ARIZONA - Copperstate EAA Regional Fly-In at Williams Gateway Air­ port. Contact: Bob Hasson, 302/J70/6420 OCTOB ER 8-10 - EVERGREEN, ALABAMA ­ Southeast EAA Regional Fly-In. Contact: Harold "Bubba" Hamiter, 334/765-9109 or 3341743-3916.

OCTOBER 8-10 - WILMINGTON, DELAWARE ­ East Coast Regional Fly-In. Contact: Andy Al­ varez, 302/738-8883.

OCTOBER 14-16-ABILENE, TEXAS - Southwest EAA Regional Fly-in at Abilene Regional Airport.

Contact: Stan Shannon 830/727-7704.

VINTAGE

TRADER

'~7 Something to buy, sell or trade?

An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part.. 50¢ per word, $8.00 minimum charge. Send YOllr ad and pay­ mentto: Villtage Trader, EAA Aviatioll Cellter, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 920/426-4828. Ads must be received by the 20th ofthe month for inser­ tion in the issue the second month following (e.g., October 20th for the December issue.)

MISCELLANEOUS BABBITT BEARING SERVICE - rod bearings, main bear­ ings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/233-6934, e-mail ramremfg@aol.com Web site http://members.aol.com/ramremfg/H ome . 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 entertain­ ment titles. Call for a free catalog. EM, 1-800-843-3612.

Newsletters for Arctic/Interstate (6 Back issues/$9.00), Beaver/Otter (3/$5.00), Norseman (16/$21.00). $16.50/4 issues. Free sample: write, call, fax. ALL credit cards accepted. Dave Neumeister, Publisher, 5630 South Washington , Lansing, MI 48911-4999. 800/594-4634, 517/882-8433. Fax: 800/596-8341,517/882-8341 .

ANTIQUE EXHAUST - Polished Stainless Radials - our specialty. 34 Engines in-house for correct fit. Aircraft Exhaust Systems, Inc. 800-227-5951, Fax 304-466-0802

- From page 16­ Nosing around Dennis Trone's hangar one day, Tom realized why the gas tank that had been welded up wouldn't fit - the parts were all right, but welded up in the wrong configuration!

When a temeplate gas tank was used as a pattern for the Eaglerock's tank, the first welder had mistakenly put the pieces together 90 degrees out of whack. Seeing Denny's tank helped vi­ sualize the correct configuration, and it was soon welded up from stainless steel in no time .

All sorts of little details had to be re­ paired or replaced, from the Pioneer position lights to the Pyrene fire extin­ guisher mounted in a bracket between the pilot's legs in the cockpit. An accu­ rate instrument panel has the beautifully reworked Consolidated cluster in the center, flanked by a pair or U.S. Navy inclinometers and an original Bendix­ Scintilla magneto switch.

Joe had been able to do some of the Wright J-5 engine work in his shop be­ fore he retired from the business, and the rest was completed after the project was brought to Tom's shop. Don Mc-

Makin (EAA 6220, V AA 3396) of Rockton, IL was given the engine restoration job, and only four days af­ ter delivering it to Tom's shop it was running on the front of the Eaglerock.

Other antiquers who helped Tom and Joe finish the restoration included Kent McMakin (EAA 74379, VAA 208), Forrest Lovley (EAA 19414 , V AA 3136), and Ted Davis (EAA 224271, V AA 19429), who correctly welded up the fuel tanks.

Capping off the installation of the Wright was the bolting on of an origi­ nal Hamilton-Standard 108" prop, one that had been on Joe's wall for many years. "I always knew I' d need it some­ day," he quipped when we interviewed him at EAA AirVenture '98 . Dick Weeden helped with the prop, making certain it was in good shape.

The tail surfaces were all completely replaced, because, as Tom points out, "They looked like they had taken out a few fence posts in their lifetime, and the elevator had suffered a compres­ sion failure from dragging on the ground at one point."

All of the nose sheet metal had to

have the multiple louvers punched in them, so Tom built a die to set each of the louvers in the panel, and began cre­ ating a beautiful set of louvered sheet metal. The decade and a half of project hang-fire time was rapidly coming to a close, as Tom set his sights on having the Eaglerock done in 1998.

Each of the details that make a champion level restoration seem to come quite naturally to Tom Brown (remember Art Knowles ' Command Aire a couple of years ago?) and once again, after some very close judging during EAA AirVenture '98, there was an unprecedented tie for the Reserve Grand Champion position. Joe Koller's project, so long in the making, was picked as one of the three(!) Reserve Grand Champion Antiques of EAA AirVenture '98.

Tom Hegy's suggestion to have Tom Brown finish the restoration has certainly been appreciated by Jo e Koller, who now , after many years of his own work, can fly one of early avi­ ation's prettiest biplanes, thanks to the work of a talented craftsman from cen­ tral Wisconsin. .....

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Qir'~RODUCTS'

1-· ------:

INC.

259 Lower Morrisville Rd ., Dept. VA

Fallsington, PA 19054 (215) 295-4115

i"

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VINTAGE AIRPLANE

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Gr - -

~

-

,~

! /

"""41 ..

-~John & Kathy

McMurray

Burkburnett, TX John - retired

Air Force pilot; current

pilot with the Red Baron

Stearman Squadron

Kathy - legal secretary

and "best light aircraft

navigator in the

business"

AUAis

John and Kathy McMurray acquired "Boomer," a J 946 Luscombe 8E, in J 992. Their efforts to restore the aircraft led to an award at Oshkosh J994 for Best Custom Classic - Class B.

"We began insuring with AUA because of our activities with old airplanes.

Other insurance companies replied,

To become an EAA Vintage

AUA's Exclusive EAA Vintage Aircraft Association Insurance Program

'You want to insure a what?' AUA said,

Lower liability and hull premiums

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AUA is unsurpassed in their

Fleet discounts for multiple aircraft carrying all risk coverages

understanding and service for antique

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No age penalty

- John and Kathy McMurray

Aircraft

No component parts endorsements Discounts for claim-free renewals carrying all risk coverages

Association Member call The best is affordable.

800-843-3612

Remember,

We're Setter Togetherl

Give AUA a call - it's FREE!

800-727-3823

Fly with the pros.. .fly with AUA Inc.

AVIArlON UNLlMlrED AGENCY

VINTAGE AIRCRAFT

ASSOCIATION

OFFICERS

President

Espie 'Butch' Joyce

P.O. Box 35584

Greensboro. NC 27425

910/393-0344

e-moil: windsock@ool.com

Vice-President

George Daubner

2448 Lough Lane

Hartford. WI 53027

414/673-5885

e-mail: anHque2@aol.com

Secretory

Steve Nesse

2009 Highland Ave.

Albert Leo. MN f:HJJ7

flJ7/373-1674

ChanesHarr1s

7215 East 46th SI.

Tulsa. OK 74145

918/622-8400

Treasurer

DIRECTORS

John Berendt

7645 Echo Point Rd.

Connon Foils, MN 55009

flJ7/263-2414 Phil Coulson

28415 Springbrook Dr.

lawton. MI 49065

616/624-6490

Joe Dickey

5500keyAv.

lawr~~~§~~47025

e-mail: jdickey@seldata.com

Dole A. Gustafson 7724 Shady Hill Dr. Indionopol~. IN 46278 317/293-4430

1~~u~~igr.

Albert leo. MN f:HJJ7 flJ7/373-2922

Gene Morris

5936 Steve Court

Roanoke. TX 76262

817/491-9110

e-mail: n03capt@ftosh.net

Robert C. "Bob' Brauer

9345 S. Hoyne

c~m9~~m20 e-mail:

North~~~mOI532 e-mail: copelandl@juno.com Jeannie Hili

P.O. Box 328

Harvard. IL 60033

815/943-7205

DIRECTORS EMERITUS Gene Chose George York 2159CamonRd. 181 SlobodaAv. Oshkosh. WI 54904 Mansfield. OH 44906 920/231-5002 E•E. "Buck" Hilbert 419/529-4378 P.O. Box 424

Union. IL 60180

815/923-4591

e-mail: buck7ac@mc.net

ADVISORS

e

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://.eaa.organd http://www.airventltre_org E-Mail: Vintage @eM.org

EAA and Division Membership Services

Geoff Robison

1521 E. MacGregor Dr.

New Herven. IN 46774

219/493-4724

e-mail: chlefl025@aol.cam

1002 Heather Ln. Hartford. WI 53027 414/966-7627 e-mail: sskrog@aol.com Alan Shacklefon P.O. Box 656 Sugar Grove. Il6Q554.{);56 631J.466-4193

TM

800-843-3612 _.. •••••• .• •• FAX 920-426-6761 (8:00 AM -7:00 PM Monday- Friday CST) • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI)

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

Steve Krog

c~

EA

John S. Copeland 1A Deacon Street

M~~!a~~lw~ri7 608/833-1291

Enjoy the many benefits ofBAA and the

BAA Vintage Aircraft Association

robert_bra.Jef@doyer.com

Robert D. ' Bob' Lumley

1265 South 124thSt.

Brook1leld. WI 53005

414/782-2633

e-mail: lumper@execpc.com

Dean Richardson

Membershi~ Services Directo!y

Roger Gomoll 321-1/25. Broadway Apt. 3 Roche.tet MN 55904 507288-2810 David Benne" 403 Tanner Ct. RoseVIlle. CA 95678 916-782-7025

Copyright 1999 by the EAA Vintage Aircraft Association All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943l is put>ished and owned exclu­ sively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and ~ published monthly at EAA Aviation Center.

3000 Poberemy Rd.• PO. Box 3086. Oshkosh. Wisconsin 54903-3086.

Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addi­ tional mailing offices. POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc.. PO. 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 vi a surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product oHered through the advertising. We invne constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Respoosibility for accutacy in reporting rests entirely with the cootribu1or. No renumeration is made.Material should be sen1 to: Ed.or. VINTAGE AIRPLANE, PO. Box 3086. Oshkosh. WI 54903-3086. Phone 9201426-4800.

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MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ­ ation, Inc . is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Ju­ nior Membership (under 19 years of age) is available at $23 annually_All major credit cards accepted for membership. (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Air­ craft Associaton and receive VINTAGE AIR-PLANE magazine for an additional $27 per year.

EAA Membership, VINTAGE AIRPLANE mag­ azine and one year membership in the EAA Vintage Aircraft Association is available for $37 per year (SPORT AVIATION magazine not in­ cluded). (Add $7 for Foreign Postage.)

Division is available for $50 per year (SPORT AVIATION magazine not included). (Add $10 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year.

EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)

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Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year.

EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magazine not included).(Add $8 for Foreign Postage.)

Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year.

EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

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VIN T AGE MERCHANDISE

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-Stinson continued from page 8­ main parachute. Pioneer Parac hute Company provided parachutes and a fie ld engineer, Wi ll iam G. Jolly. The main parachute, used to lower the Stinson fuselage with pi lot and pas­ sengers, was a 64 foot conical canopy, orange in color, made of 1.1 nylon. It used regular 550 type suspensio n cords that did not go through the canopy channels. A pilot chute was used to help dep loy the main para­ chute. Each wing was equipped with a smaller parachute.

With the Stinson 108 Voyager suit­ ably modified, a full scale live test was scheduled. Lakehurst Naval Air Sta­ tion, in New Jersey, was arranged as the site of the test. Test pilot Tommy Walker, 52 at the time, was an experi­ enced pilot and skydiver. Takeoff from Lakehurst was about lOAM on November 9, 1967. Strong winds delayed the test while Walker flew the Stinson. At 12:38 PM, while cruising at 4,600 feet, Walker acti­ C-85 STC'd To Use New vated the apparatus.

0-200 Crankshaft, Rods And Pistons Both wings separated cleanly, how­ At Aircraft Specialties Services we believe reasonable price. Keeping our aviation heritage ever the small parachutes in each wing alive and flying is an important part of keeping sport-pleasure flying is just as vital to aviation as We make it a point to try and aviation alive and well. business flying.

U.S. tangled and did not deploy correctly. supply the needs of our sport aviation users.

Whatever your aircraft engine reconditioning Both wings crashed to the ground. needscr ankshafts, counterweights, from A-65 When C-85 crankshafts got scarce, we engi­ The fuselage parachute opened per­ neered a PMA to produce 20 under bearings for to TS10-550 or 0-235 to TSI0-540 , call us for the A-65 / C-85. quality work at a reasonable price. We also We also have available an STC fectly only a moment after the wings stock a full line of top quality parts for your con­ to replace C-85 crankshafts with new 0-200 separated. Stinson Voyager serial crankshaft , rods, and pistons for less than the venience. Give Aircraft Specialties Services a price of a serviceable C-85 crankshaft. And call today, well keep you flying. number 13, minus wings, then began when A-65/C-85 tappet bodies became scarce, its parachute descent to the ground. we found a way to produce them . .. and for a Test pilot Walker remained with the CALL: 1-800-826-9252 airplane recording data about the de­ scent. About 1,000 feet above ground level Walker parachuted out of the Stinson. Interestingly, Walker, using a standard 28 foot P9B emergency parachute, was descending faster than 2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 918-836-4419 the Stinson. Minus wings, the Stin­ son fuselage weighed about 1,200 pounds. Both airplane and test pilot Island, NY. Jan. 1968, The International Magazine of landed safely. Rate of decent of the air­ My thanks to Ed Katzen, at Parachuting. plane with parachute deployed was about Martin, Henry, article in the Trenton <Eka2689950@aol.com> for sending me 18 feet per second. .... information about this unique Stinson 108. Times newspaper. Nov. 10,1967.

The test was witnessed by the FAA, the If you have additional information, or Navy, and several news agencies using Trivia Answer From Page 20 some 8 helicopters to cover the event. As photographs I scan and add to my home­ Japan. Watanabe Tekkosho, later far as I can tell only a single full scale test page about this unique Stinson 108, please renamed the Kyushu Hikaki was carried out, and it was successful. contact me. Larry Westin, email at Rumors are a second Stinson 108 was also westin@ smartIink.net or at my postal Company, built a total of 339 K9W­ address: Larry Westin, 27457 N. Catala modified but never tested.

1 " Momoji" (Maple) and 1,037 Ki­ When it was new, Consolidated used Ave. Saugus, California 9 1350 86A primary trainers for the Be sure to visit Larry's web site: NC39443 as a factory demonstrator. Af­ Imperial Army Air Force and Navy. http: //www .smartl ink.net/-westin for ter the November 1967, test the plane was As documented in: "Die BOcker­ stored in derelict condition. During 1996 more on the Stinson 108.

Flugzeuhe"

by Erwin Konig. Also Bibliography for this article: this airplane was completely restored and Rene J. Francillon "Japanese Aircraft Bisson, Ev, "Would You Believe . .

A now flies again! Owner Ed Katzen fl ies Of The Pacific War. " from Bayport Aerodrome (N23) on Long 64 Foot Conical?" - Sky Diver magazine,

"Keep Them Flying"

New Tappet Bodies Now Available For A-65's Ie-85's

VINTAGE AIRPLANE

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