Va vol 41 no 1 jan feb 2013

JANUARY/FEBRUARY 2013

Jim Doyle’s

STEARMAN VintageJan2013.indd 1

•Around the Pylons •Full circle Buhl •1927 Dole Air Derby 12/13/12 2:48 PM

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Straight & Level

Vintage Airplane

GEOFF ROBISON

STAFF

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

2012-A year in review

EAA Publisher . . . . . . . . .Jack J. Pelton, . . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board

Vice Pres., EAA Publications J. Mac McClellan

Merry Christmas and Happy New Year to all our members!

The year of 2012 has proven to be a year of tough decisions for the leadership of your VAA organization. Along with a very slow but certain decline in membership and a tough economy, combined with rising fees for operational issues and printing of the magazine, come many decisions critically relevant to the future financial health of our organization.

The age-old question immediately now comes to bear. “Where do we best invest our meager resources and be able to realize the best return on our investments?” This of course is currently heavy on my mind, having just recently returned from Oshkosh after attending several days of meetings with the VAA and EAA board of directors. Actually, the discussion of enhanced member benefits fits well with these currently challenging financial times. For example, the cost benefit of publishing our Vintage Airplane magazine on a bimonthly basis will prove to be a significant savings to the organization. As a result, the reinvestment of these types of savings into member benefits becomes our desired route of travel. So, what are we offering here?

1. You’re holding in your hands what I believe will prove to be one of the most valued enhanced member benefits we have ever offered our members. Check it out! I think it speaks for itself. Added value comes in the form of the layout and format, as well as the enhanced content that will continuously include at least 50 percent more content than past editions.

2. You will soon be enjoying a completely new/retooled website for the VAA. This too will be a product of aggressive capabilities, valued timely content, and current VAA news and information. The Website Committee, headed by Director Tim Popp, has now secured the all-new site’s developer who recently provided the VAA board with a thorough briefing on his website development ideas and available tools, and the board responded by passing a motion to “proceed immediately” with this venture.

More information will be shared with the membership as this product rolls out in the coming months.

3. Indexed and searchable online access to all previous editions of the Vintage Airplane magazine. Yeah, I know! We have been talking about this offering for some time now, but its time has come. And now is the time for us to execute on this much sought after and desirable featured capability.

4. What began as the members’ annual convention, EAA AirVenture Oshkosh has grown into aviation’s premier event. It has gained worldwide stature based on its own unique personality, culture, variety, and the depth and breadth of its programs. With this in mind, we are planning a continuation of Vintage Grassroots venues at EAA AirVenture similar to the level of the Cubs 2 Oshkosh event. The membership’s reaction to Cubs 2 Oshkosh was very positive, and we are planning to concontinued on page 54

Editor . . . . . . . . . . . . . Jim Busha . . . . . . . . . . . . . . . . . jbusha@eaa.org

VAA Executive Administrator Theresa Books 920-426-6110 . . . . . . . . . tbooks@eaa.org

Advertising Executive . . . . Jonathan Berger 920-426-6886 . . . . . . . . jberger@eaa.org

Advertising Director . . . . . Katrina Bradshaw 202-577-9292 . . . . . . . . . kbradshaw@eaa.org

Advertising Manager . . . . Sue Anderson 920-426-6127 . . . . . . . . . sanderson@eaa.org

Design. . . . . . . . . . . . . Livy Trabbold VAA, PO Box 3086, Oshkosh, WI 54903 Website: www.vintageaircraft.org Email: Vintageaircraft@eaa.org

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an additional $42 per year.

EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $52 per year (SPORT AVIATION magazine not included). (Add $7 for International Postage.)

FOREIGN MEMBERSHIPS 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.

Membership Service PO Box 3086 Oshkosh, WI 54903-3086 Monday–Friday, 8:00 AM—6:00 PM CST Join/Renew 800-564-6322 membership@eaa.org EAA AirVenture Oshkosh www.airventure.org 888-322-4636

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Vol. 41, No. 1

2013

CONTENTS

JANUARY/FEBRUARY

20

Around the Pylons Air racing revolution Don Berliner

24

How to?

Construct a cap strip bending form Robert G. Lock

36

A Long Journey Home Full circle Buhl Sparky Barnes Sargent

42

Drowned Eagles The disastrous 1927 Dole Air Derby Mark Carlson

26

The Very Best The restoration of Chuck Doyle Jr.’s Stearman Jim Hanson

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COLUMNS 1

Straight and Level 2012-A year in review Geoff Robison

5

The Vintage Instructor Woulda, shoulda, coulda Steve Krog, CFI

8

Ask the AME Hypertension John Patterson, M.D.

9

Good Old Days

13

Type Club Corner Original owner reunited with his airplane 1947, Cessna 120 2032V Allen and Christian Vehrs

16

Type Club Corner Listening for the sound of success Marla Boone

19

Gone West

24

How to?

Construct a cap strip bending form Robert G. Lock

50

The Vintage Mechanic Approaching a restoration project: Where do I start? Part 1 Robert G. Lock

55

Vintage Trader

56

VAA Tail View Confessions Jim Busha

COVERS FRONT COVER: Chuck Doyle Jr.’s beautifully restored Stearman flies into the sunset.Photo

by Adam Glowaski.

BACK COVER: Buhl Air Sedan heads for home after attending Airventure 2012. Photo by H.G. Frautschy.

ANY COMMENTS? Send your thoughts to the Vintage Editor at: jbusha@eaa.org For missing or replacement magazines, or any other membership related questions, please call EAA Member Services at 800-JOIN-EAA (564-6322).

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Nominat ions

C A L L F OR V I N TA G E A I R C R A F T A S S O C I AT ION

Nominate your favorite vintage aviator for the EAA Vintage Aircraft Association Hall of Fame. A great honor could be bestowed upon that man or woman working next to you on your airplane, sitting next to you in the chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, historian, photographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductee—but only if they are nominated.

The person you nominate can be a citizen of any country and may be living or deceased; his or her involvement in vintage aviation must have occurred between 1950 and

the present day. His or her contribution can be in the areas of flying, design, mechanical or aerodynamic developments, administration, writing, some other vital and relevant field, or any combination of fields that support aviation. The person you nominate must be or have been a member of the Vintage Aircraft Association or the Antique/Classic Division of EAA, and preference is given to those whose actions have contributed to the VAA in some way, perhaps as a volunteer, a restorer who shares his expertise with others, a writer, a photographer, or a pilot sharing stories, preserving aviation history, and encouraging new pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part.

•Think of a person; think of his or her contributions to vintage aviation.

•Write those contributions in the various categories of the nomination form.

•Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view.

•If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted.

Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp.

PO Box 470350 Tulsa, OK 74147 E-mail: cwh@hvsu.com Remember, your “contemporary” may be a candidate; nominate someone today!

Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted.

•Name of person nominated.

•Address and phone number of nominee.

•E-mail address of nominee.

•Date of birth of nominee. If deceased, date of death.

•Name and relationship of nominee’s closest living relative.

•Address and phone of nominee’s closest living relative.

•VAA and EAA number, if known. (Nominee must have been or is a VAA member.)

•Time span (dates) of the nominee’s contributions to vintage aviation.

(Must be between 1950 to present day.)

•Area(s) of contributions to aviation.

•Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame.

•Describe achievements the nominee has made in other related fields in aviation.

•Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received.

•Any additional supporting information.

•Submitter’s address and phone number, plus e-mail address.

•Include any supporting material with your petition.

4

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the Vintage Instructor STEVE KROG, CFI

Woulda, shoulda, coulda Many have said a majorit y of accidents/ incidents could have been prevented; the unfortunate outcome was a result of a series of small things that, when added together, led to an incident or accident.

This is often referred to as a chain of events. As a flight instructor, I spend a good deal of ground school and flight training time discussing potential situations that could lead to an incident or worse. Actual situations are then experienced by the student (under the control of the instructor), such as pulling the power to idle just as the main gear leaves the runway. This is a practice I use with students, provided I know we have adequate runway to execute the “balked takeoff.”

Some incidents begin taking place well before getting to the end of the runway. For example, several years ago while attending a major fly-in I observed an airplane taxi by the spot near where I was standing.

The pilot’s head was in the cockpit focused on the instrument panel, adjusting the many bells and whistles on the instruments, radio, and GPS. In an instant of nonsituational awareness, major trouble developed.

The aircraft left the taxiway, traveled down an embankment through a drainage ditch, and ended up

parked on a concrete waterway entrance. Taxi speed was not the problem; the pilot was taxiing quite slowly given the many people nearby. However, the pilot’s inattention led to a serious problem. No one was injured, but the pilot’s pride and self-esteem were certainly bruised severely that day.

How did this really happen? One can only speculate, but I’ll take a guess that it happened like this. It was a true chain of events. The aircraft was not involved in the fly-in activities. Rather, it was meant to be a short charter flight. The pilot was prepared, and a preflight of the airplane was completed in preparation for the short 40-minute flight. But the passengers were late in arriving due to the amount of traffic entering the fly-in grounds. Upon arrival the passengers were in a hurry to get going. With passengers quickly aboard, the pilot attempted to expedite the launch time and began taxiing to the runway while setting up the required radio frequencies, GPS coordinates, and other needed instrumentation.

The preoccupied pilot failed to negotiate a slight curve, departed the taxiway, and slid into the drainage ditch and concrete placement. In a matter of seconds, an anticipated short flight ended in disaster.

Thinking back over the many flights I’ve personally made, especially cross-country flights earlier in my flying career, I recall several instances where I found myself in a situation in which I’d rather not to be. If you are honest with yourself, you, too, have been in similar circumstances.

While I was attending an all day fly-in an hour or so away from home, the weather began to look ominous.

Rather than stick around awaiting the impending thunderstorm, I chose to head for home in too much VINTAGE AIRPLANE

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of a hurry. That was my first in a series of mistakes. I expedited my taxi to the runway, only to find that I had taxied directly up against a runway end marker (turf runway with a painted tire). Thankfully, it was a low marker and not within reach of the prop, but I did have to shut down and push the plane back away from it; my second mistake.

Once back in the cockpit, with engine running, I took off . . . neglecting to do a magneto check. The airplane didn’t want to climb like it should, so after leveling off I did a quick mag check. Oops! One dead mag; my third mistake. Isn’t it interesting how things will break at the most inopportune of times?

And finally, the weather wasn’t at all what was expected. There were cells popping up all over. My fourth mistake. I should have checked the weather before departing. It was as easy as a phone call, but I was in a hurry. Now, what should have been an easy one-hour flight turned into more than two hours zigging and zagging all over the sky avoiding spotty downpours, dealing with turbulence, and hoping that my one good mag held on until I could get home.

The outcome could have been much worse. I managed to get both the airplane and me home, but what started out to be a planned fun day of flying evolved into a sweaty-palmed, knotted-stomach situation that could have been avoided. I’m sure we’ve “all been there and done that.” But did we learn from our personal experiences?

More recently, an experienced pilot and very good friend purchased an airplane. It was a make and model he had sought for some time but had no experience in 6

JIM KOEPNICK /KOEPNICKPHOTOGRAPHY.COM

it. I flew with him for an hour or so and then suggested he spend additional time getting the feel of the plane by doing a series of takeoffs and landings on the turf.

The following weekend a mutual friend was holding a small gathering at his private strip. My pilot friend decided to attend in his recently purchased airplane.

His arrival at the strip was uneventful and all enjoyed a fun-filled gathering. When it was time to depart, the sequence of events leading to an unpleasant conclusion began to accrue.

Not having a lot of experience in the airplane, the pilot was unsure of the ground run required to make a safe departure. It was a cool 47°F day with a 10-mph breeze from the east, so everything should be okay. His daughter was along for the flight, but by the pilot’s calculations the takeoff weight was well below maximum allowable gross weight. And with the cool temp and 10-mph breeze directly on the nose, everything should be okay.

A friend, who had driven to the gathering, offered to give the pilot’s daughter a ride back to the airport about 15 miles away. The pilot respectfully declined, saying his calculations indicated that everything should be okay.

The pilot taxied to the very end of the runway to ensure having every foot of turf available to him.

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settle back to earth or f lip over on its back . Eventually it did go over, coming to rest upside down, damaging one wingtip and bending the prop. Thankfully there were no injuries other than wounded pride.

I talked with the pilot a short time later, and he had already diagnosed every mistake he had made: I shoulda acquired more time in the airplane before landing at the short strip.

I shoulda held the airplane on the ground a few seconds longer rather than forcing it to fly in ground effect.

I shoulda listened to the advice of a couple of the attending pilots and accepted the offer to have my daughter ride back to the airport.

If I had more experience with the airplane and short strips, I woulda angled my liftoff slightly to the left to avoid the wires.

If I had angled to the left, I woulda had more time to gain airspeed and lift.

If I had done all of the shoulda ’s a n d woulda ’s, I coulda made a safe uneventful takeoff.

The pilot and still dear friend made several mistakes leading to a newly acquired but now damaged airplane.

However, he also realized his predicament and made the correct decisions preventing injury to himself and his daughter. It has become a “learning” situation for all, and my friend now uses this experience to educate other pilots on the field.

Never forget: Tube, fabric, and tin can all be replaced!

• • • • • •

BONNIE KRATZ

BRADY LANE

As the takeoff roll began, he realized that the liftoff would be very close to the runway end. However, the low-hanging wires about 200 yards beyond the runway seemed t o fill the windshield and caused him to force the plane off in ground effect. It took a few more precious seconds to recover and begin clawing for altitude, but everything should be okay.

At this point, however, the runway was gone, leaving a recently picked cornfield and low-hanging wires dead ahead. Knowing that he would not be able to clear the low-hanging wires, the pilot quickly made a wise decision and attempted to land in the recently har vested cornfield. It was then that he saw the raised road paralleling the wires. With no other options available, he hit the road hard, damaging the left main gear but was able t o pass underneath the wires.

Forward energy now depleted but knowing the inevitable outcome, the pilot closed the fuel valve, shut the mags off, and retarded the throttle. Remembering his training, he attempted to keep the plane flying until making contact with the field following the old adage: If a forced landing is inevitable, then make the landing at the slowest airspeed possible. T he forward momentum was just enough, together with the soft turf and cornstalks, to force the tail upward. For a second or two the airplane couldn’t decide whether to

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Ask the AME JOHN PATTERSON, M.D.

Hypertension RC writes, “A friend has been diagnosed with

hypertension and wants to know what medications are approved and what do they need to tell their aviation medical examiner (AME).”

This is probably the most common scenario that the AME faces since hypertension and obesity are epidemic in our nation.

Hypertension is defined by the FAA as any blood pressure reading above 155 mm mercury systolic and 95 mm diastolic.

The systolic phase is the compression stroke of the hear t, and the diastolic is the relaxation phase of the ventricle of the heart. Most physicians consider hypertension to be any reading above 140/90, so the FAA is lenient in this regard. It is easier to list medications that are not allowed for hypertension. Older meds such as reserpine, guanethidine, guanadrel, guanabenz, and methyldopa are not approved because they have effects on the brain (centrally acting). They have effects that limit the pilot’s reaction time and reasoning ability in addition to lowering blood pressure. For this reason they are not used much anymore, though I will occasionally see a patient that is on them.

Suffice it to say that all other Food and Drug Administration (FDA) approved medications for the treatment of hypertension are FAA acceptable.

Though not specifically stated, the FAA generally recognizes a two-week adjustment period while on a new blood pressure medication for the first 8

time to rule out adverse side effects. If none are encountered, the pilot can report the medication on the next certification visit.

If this is the first time on a blood pr essure medication, then several things need to be reviewed by the AME at the nex t medical and then sent to the FAA. A statement should be ob tained from the treating physician describing any side effects or lack thereof, family history, risk factors, and representative blood pressure readings (usually three). In addition to a resting EKG, lab tests including sodium, potassium, chloride (or electrolytes), cholesterol, triglycerides (lipid profile), and glucose should be obtained. If all are within normal limits, the AME can issue the medical certificate without restriction.

Subsequent visits should include a tr eating physician statement as to the stability of treatment. Blood work including a potassium level is required only if on a diuretic or fluid pill.

Specific medical certification information can be obtained through the Internet at www.FAA. gov (licenses and certificates) and then to medical certificates. AOPA members have access to a medication database at www.AOPA.org/members/pic/ medical. EAA has available resources and answers to medical certification issues at 1-800-564-6322.

Or e-mail me for further questions and new topics, John Patterson, M.D., at patjo@dcr.net.

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Good Old Days From pages of what was . . .

Take a quick look through history by enjoying images pulled from publications past.

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s d A d e ямБ i s s a l

What would you have found . . .

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Flying, December 1947

Flying, May 1941

Flying, May 1941

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Type Club Corner Allen and Christian Vehrs

Original owner reunited with his airplane 1947 Cessna 120 2032V Many times I have looked through our logbooks and wondered about the previous owners. Who were they? How did they take care of our airplane before we got it? And just how did that repair behind the left gear leg get there? Since 32V is 65 years old this summer, most of these questions will never be answered So imagine our surprise when my dad received a phone call from someone who identified himself as Dennis Reif, the grandson of one of the original owners. He informed us that his grandpa Lesley had a partner for the purchase of 32V back in 1947. Although his grandpa passed away several years prior, the partner, Duhhain Waeker, is still alive and living close to Wichita. The first question he asked: “Is she still flying?”

We were pleased to inform Dennis that not only is she still flying, but in recent years we have taken her to Michigan, Ohio, Missouri, Minnesota, Florida, South Dakota, and Texas, and we have plans to go to Arizona this October.

Within a day, we received a phone call from Duhhain Waeker, the sole-surviving original owner of our 1947 Cessna 120.

Duhhain informed us that he was 17 years old when he partnered with Lesley to purchase the

airplane. Lesley was in his mid-30s at the time and died in 1996. Duhhain began sending photos of the airplane that were taken in the first year of ownership. In the following weeks, both Dennis and Duhhain asked us to stop by Wichita on our way out to Tucson in October.

The more Dad and I talked about it, the more we realized that this warranted a special trip, and I asked Dennis to choose a date this summer. He chose July 7 since it was the date of the upcoming local EAA chapter fly-in.

Duhhain was very excited to hear that his old airplane was coming home. In the days leading up to our trip, he told us story after story about his experiences flying 32V and even shed light on that repair behind the gear leg. Apparently, Lesley had dismissed the advice of the other pilots one day after a severe downpour which left all of the airplanes up to their axles in mud. Lesley was convinced he could make it in the air and over the trees at the end of the runway. When it became obvious that he couldn’t, he aborted the takeoff and had to induce a ground loop to avoid the trees. The story goes on to describe how the gear leg was pulled c ompletely under the belly of the airplane. As they raised the wing, the gear leg sprung out VINTAGE AIRPLANE

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and launched a huge mound of mud into the air with a loud clang.

Duhhain is laughing as he tells the story. But I am thinking, “Now wait a minute. Is that the same gear leg that I have been flying my wife and children around with for the last 16 years?” Yep. The week prior to July 7 promised thunderstorms in the Atlanta area, so I made the decision to fly out early in the week. I figured I could get out there Tuesday and take a Delta flight back Wednesday morning to be home for the 4th. It all worked perfectly, and I got home in time to see the Cubs beat the Braves and see the fireworks show with my family after the game.

Many thanks to John Kliewer who saw our airplane sitting on the ramp in Newton and had it moved into a hangar at his expense.

Friday the 6th, Dad and I hopped another Delta flight to Wichita where Sharon Brown picked us up and took us out to lunch. She also took us out to the old Cessna factory buildings where the 140s were built. She showed us where her husband Mort’s office was while he was the test pilot for Cessna. Then she drove us up to Newton and dropped us off to begin our historic weekend.

Our plan was to get the airplane out of the hangar and over the wash rack to clean off 800 miles of bugs and dirt before the picture taking started. Too late— Duhhain heard of our arrival and met us at the airport with a reporter from the local newspaper, The Kansan.

thing—thank you.

I didn’t think a little Cessna 120 could bring about the same reaction. Duhhain looked at the registration number on the tail of the airplane and felt for the repair behind the left gear leg to confirm that this truly was 2032V. And then, full of tears, he said thank you.

He sat in the left seat and told us stories of how he used to visit the factory and watch as his airplane was being assembled. I took him for a ride that afternoon and let him take the controls. I asked him if she remembers him. He said that the real question is, does he remember her. He continued to climb and began a series of turns. It seemed to me that they were both doing just fine.

The next day was Saturday—the EAA chapter fly-in.

Dennis Reif came out to meet us for the traditional pancake breakfast and brought his dad, Dale, and his son, Nick. Dale is the son of Lesley and is currently 74.

He remembers the airplane as a 9-year-old boy.

Dale Reif, now 74, son of Lesley, remembers the airplane as a 9-year-old boy.

Duhhain Waeker Over the years, I have seen WWII veterans sitting in the cockpits of a restored aircraft at Oshkosh and Sun ’n Fun. They usually sit in silence and scan the flight deck as tears begin to well up in their eyes. These are men of few words, but they always say the same 14

Dale did an interview with the local television news channel after he felt for the repair behind the left gear leg. The big story was the homecoming of the airplane and its reunion with one of the original owners—and the three generations of the Reif family who lived to see Lesley’s old airplane.

There was a really colorful story that did not make the media interview. It was a question that was on most people’s mind, but no one openly asked. How did Duhhain, a 17-year-old kid who grew up in the Depression and war years, get the money to buy part of a new airplane?

The answer to that question starts out with a nervous shifting of weight and a little sparkle in the eye.

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pa’s airplane. It seemed like everything was right in the world and our little airplane was truly home.

“Back then, Kansas was dry‌â€? he said.

I think most folks know that he wasn’t talk ing about the Kansas farmers praying for rain.

Back in 1947, the Newton airport was an unlit grass strip in a small farm town 25 miles outside of Wichita.

Local legends describe curious nighttime operations of a small airplane taking off and landing with the aid of flare pots acquired from highway construction projects. Perhaps confession is good for the soul; by the end of our weekend, Duhhain was regaling us with stories of whiskey running in old 2032V. Now that I think about it, I’m guessing that she has a few more hours on her than the logbooks indicate. That’s okay by me, because after 65 years, she wears them well.

After lunch, I took Dennis for a ride. After some circles around the airport and some time over Newton, Dennis asked me if I want to see an old farmhouse. I said fine since I was here for their benefit. He directed me out of town to the north and began a series of stories about how his grandpa Lesley used to land the airplane in the farm fields next to the house.

As we approached the little farmhouse, I saw the wheat and cornfields laid out in all directions with gravel roads crossing the landscape. I imagined how our airplane used to land in those fields. We circled over the house to draw the attention of the current owner, a friend of the Reif family. As we circled, I saw my opportunity.

I twisted the yoke, kicked right rudder, and told Dennis, “I can get in there.�

Airline pilots would have called it an unstable approach. I fought the winds burbling over the nearby tree line and corrected for the rise and fall of the terrain. What happened next was almost magical. I believe 32V reached her legs out and landed herself on a Kansas wheat field that sunny afternoon. We taxied over to the farmhouse and Dennis just stood there, looking around at his boyhood home and his grand-

Wearing her 65 years well, she taxied perfectly up to the little farmhouse.

You know, I have often thought that one day I would replace the fuselage skin around the left gear leg to get rid of that old repair. But now, I am thinking that maybe I’ll leave it there.

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Type Club Corner Marla Boone

Listening for the sound of success “In my next life,” I resolved, “my primary training is going to be in a taildragger.”

Unless one learned early on precisely what role feet play in aviation, the first few flights in a tailwheel airplane are an exacting reminder. Twenty-six years of flying aileron-interconnect Pipers and obedient Cessnas was poor preparation for being at the controls of a Waco. Takeoffs in those Cherokees and Skyhawks require right rudder. Takeoffs in a large biplane requires right rudder. My occasional foray in a Taylorcraft or Pacer gave me a hint of what was in store as my longtime mentor and aircraft partner checked me out in our 1928 ASO.

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In what had probably seemed like a good idea at the time, the founders of the Weaver Aircraft Company (Waco) had devised a system of aircraft designation that is fiendish in its simplicity.

The first letter denoted the engine type. “A” stood for Wright J5, “D” for Hispano-Suiza, “G” for OX-5, and so on. The second letter indicated the wing type.

This was a little more intuitive, but not much: “S” for Straightwing, “T” for Taperwing, and “P” or “R,” for example, taken from drawings listed by that letter.

The final letter registered the fuselage type. “O” actually meant 10, and “F” signified the short, compact fuselage that enjoys such immense popularity.

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Buck Weaver’s successors ran through practically the entire alphabet in each category, giving us the QDC, the UPF, the YKS, and many more. Then, in 1930, Waco reworked the whole system, confounding future generations of enthusiasts. The Waco is as tricky to identify as it is gorgeous to behold.

But, back at the ranch, or in this case, the airport, the few brain cells I could spare from the task at hand kept forwarding helpful messages such as, “Don’t

bend the airplane!”

It had taken 11 years for my partners and me to restore our green and cream Straightwing, and the thought of even chipping the paint was enoug h to make me feel ill. Or maybe that sick sensation came from the nagging realization that sooner or later I was going to have to try to get this thing on the ground in a reusable condition.

Aside from using those five-toed platforms on the VINTAGE AIRPLANE

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A gentle sigh and a swish. Those were the sounds I was looking for.

In ground effect, our wings generate a soft whisper when they are on the cusp of running out of lift. “Swish” go the wheels as they reacquaint with the ground when the whole shebang decides to quit flying.

After braving it out for what must have seemed an endless amount of time and too many circuits of the traffic pattern to count, my check pilot got out, smiled, and said, “Go have fun.”

Fun is an altogether inadequate word. Our Waco is an absolute far ends of our legs, another thing a person doesn’t dream to fly. Even at the ambitious rates we charge do enough of when flying around in, say, a Bonanza ourselves per hour, it still ranks as the cheapest psyis slips. Slips are something students learn for the chiatrist on the planet. Everyday cares and lingering checkride and then seldom use except right there at worries have no place in the rarefied arena of openthe end on crosswind landings. cockpit flying. This is a world of open vistas, singing Cross-controlling the airplane goes against just wires, and the delicious aroma of hot oil wafting back about everything we are taught when we’re novice from the rumbling engine. It is a world as broad as pilots. But when you are peering out of the shuttered the horizon, yet as narrow as your newly centered confines of the rear cockpit surrounded by all manner self. It is a world in which you get your priorities and of wings sprouting from the sides and a sizable round your hairdo rearranged at the same time. It is a world engine churning away in the front, a slip becomes an that inspires me to be a better pilot. It is a world that immediate necessity if you hope to catch a glimpse of moves me to be deserving of it. the spot on which you’d like to land. Should you foolOver a decade spent restoring an 84-year-old airishly decide to forgo the slip, the only thing you are plane—more money than is probably practical. Unlearngoing to catch a glimpse of is the head of the person in ing all my bad habits—more time than it should have the front cockpit. taken. Hearing that elusive swish—priceless.

In this instance, the head of the person in the front cockpit appeared to be engrossed in some mediumintensity conversation with a higher power as I got the Waco lined up (sort of) with the grass strip we call home.

Have you any idea of the number of ways there are to land an airplane badly? Oh, there are dozens.

Perhaps hundreds. In the course of my checkout, I fumbled my ham-handed way through an unhealthy percentage of them.

The soundtrack looping through my head went something like this: “More rudder. More rudder. A little less wing down. Eleven hundred feet over the trees.

More rudder. Keep it in the center of the runway. The center! Get your feet ready, ready, ready. Slowly raise the nose. Slowly! Don’t jerk back on the stick , you moron. Busy feet. Busy feet. Hold the stick all the way back now.”

And let us not forget the ever-encouraging: “Don’t bend the airplane.”

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Gone West

Sam Thompson Sam Thompson, retired previous owner of Tulsa Aircraft Engines in Tulsa, Oklahoma, passed away unexpectedly November 14, 2012. He was 70 years old, born November 12, 1942, in Tulsa. As recent as Saturday night, November 10, he celebrated his 70th birthday and retirement from Tulsa Aircraft Engines.

Sam was well-known throughout the ag-aviation industry for his calm and quiet demeanor. He received

both his private and commercial pilot certificates in the same year he graduated from Oklahoma State University with a Bachelor of Arts in psychology in 1965. He also attended Northeastern State College, Tulsa University, and Tulane University earning a master’s degree in the arts. He started working at Tulsa Aircraft Engines in 1974 and served as vice president, shop supervisor, and eventually owner after his father, Henry Thompson. Previously, Sam was an assistant professor of art at Farmington State College and teacher of art at Tulsa public schools.

Sam is survived by his wife, Vanessa Thompson, mother Lois Johnson, daughter Julie Spencer, and five grandchildren Ella, Kate, Zoie, Lucy, and Cotton.

In lieu of flowers, the family has requested donations to the Philbrook Museum of Art or the MD Anderson Cancer Center (713-792-3450).

What W hat O Our ur Members Membbers Are Restoring Are you nearing completion of a restoration? Or is it done and you’re b u s y f l yi n g a n d s h o wi n g i t o f f ?

If so, we’d like to hear from you.

Send us a 4-by-6-inch print from a commercial source or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you’re on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you’d like to make the photos smaller, say no.)

For more information, you can also e-mail jbusha@eaa.org.

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Around

the Pylons Air racing revolution A l Don Berliner

So ciet y of Air Racing Historians

he event that changed air racing more than any other in its 100-year history was World War II. Prior to those terrible few years, air racing was dominated by custom-built airplanes created by individuals or small groups motivated by love of the sport and the need to make money during the Great Depression. Art Chester, Keith Rider, Steve Wittman, Benny Howard, Clayton Folkerts, and their peers poured their creativity into minimal airplanes having maximum engines. Close competition was the inevitable result, which the huge crowds loved

T

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and we continue to glorify.

Immediately after the war, the hangars and ramps at Cleveland were filled with surplus military airplanes that were easily recognized despite their limited modifications and quickly applied colorful paint trim. Once the 1946 National Air Races crowd got over its brief infatuation with the wonder ful speed and noise of the ex-fighters, their lack of individuality produced a surprising level of boredom.

The solution to the problem involved the cooperation of the Professional Race Pilots Association, which dusted off an old idea, brought it up to date, and with the priceless

support of the Aviation Division of Goodyear Tire & Rubber, launched the 190 Cubic Inch Class. A horde of would-be amateur builders (the flying of nonracing homebuilts was illegal back then) learned of the new idea, and in a hundred or more basement and garage workshops, they set to work to create an entirely new class of racing airplanes. While some had experience rebuilding older airplanes, few had built original airplanes, let alone designed them, so most of them started from scratch on the unfamiliar road to developing and proving airplanes in time for the first Goodyear Trophy Race, less than nine months away.

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trials. The new rules would make this a thing of the past.

What the new class would definitely not do was break all ties with the past. Of the 12 airplanes that qualified at Cleveland in 1947, 11 had direct connections with 1930s racing. They will be listed in the order they finished the Finals and the Consolation Races. #20 Wittman Buster NX14855. It first appeared in 1931 as the American Cirrusâ&#x20AC;&#x201C;powered Chief Oshkosh in which Steve scored his first of many wins and then tested his spring-leaf landing gear strut that then was used on Tailwinds and 100,000 Cessnas. The plane got a four-cylinder Menasco and was

raced until the limited-displacement classes were canceled. The Chief was modified into a sport plane, and when the Goodyear series was an-

AARON KING

The dozen airplanes that qualified around the 2-mile rectangular pylon course comprised the vanguard of a new era in air racing, one that would spread around the United States and then to Europe, remaining little changed for more than 60 years. The regulations for the class were unlike anything previously seen, in their ex tensive specifications controlling matters that had long been left up to the imagination and nerve of the individual. Henceforth, their airplanes would have to meet standards for minimum wing area, minimum empty weight, minimum pilot visibility, and maximum piston displacement. Retractable landing gears, variable-pitch propellers, and racing fuels were banned.

There would also be flight tests to ensure that each new racer would not be a danger to the others.

The long list of dos and donâ&#x20AC;&#x2122;ts must have been a shock to the veterans of prewar racing. Failure of the Midget Class was predicted by more than one pilot who had somehow survived racing an airplane that had been rushed to completion at Cleveland a few minutes before it was scheduled to start time

Bill Brennand in front of Buster.

Buster

Loose Special

AARON KING

CHARLES TRASK

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nounced, it received a new wing, engine, and cowl. In 1947, Bill Brennand won the first of his many major trophies. In 1954 it was f lown to Washington and handed over to the Smithsonian National Air and Space Museum, where it has been on display for more than 55 years. #5 Chester Swee’ Pea N8400H. Art Chester gained a national reputation with the success of his prewar Jeep and Goon. When the Goodyear series came along, he went a new direction, equipping his first as well as two successive midgets with a V-tail, and its cooling air inlet in the spinner. Paul Penrose placed second that first year, despite the inability of the tail to control direction at low speed; future Chester midgets would have added ventral surface area to limit this. A trial use of a conventional tail didn’t work, so he went back to the Vee. As the Sky Baby, it was briefly raced by Chester crew chief Lynn Kauffold. Until a few years ago it was in storage, then donated to Planes of Fame, which has plans for its restoration. #10 Cosmic Wind NX-67889.

The plane was one of two of an eventual five, all-metal midgets from LeVier & Associates. Raced

by Herman “Fish” Salmon in what was then named Minnow #4 and N21C for 1948, it got a longer engine mount and bubble canopy during that time. Salmon won the 1948 Goodyear, then saw a new mid-wing and tail for 1949 which failed to live up to expectations as a second-generation Cosmic Wind. It was raced occasionally, then sold to Pacific Air Races and later dismantled for used parts in an unsuccessful military prototype. Parts were eventually acquired by an English group which is gradually restoring it to its 1948 configuration. #3 Cosmic Wind Little Toni NX-67888. It was first raced by 22

LEO KOHN

Cosmic Wind Little Toni

PAUL PENROSE

BROWN B-1

Bill Falck’s Jeep.

Lockheed chief test pilot Tony LeVier until pressured to retire from racing. In 1948 it became N21C and was raced on and off through the 1960s, briefly as #7 French Quarter Special before Roy Berry began its restoration. The plane was sold to Ian McCowen and registered G-AYRJ in England. It was returned to the United States and is owned by Jim Fernandez in Seattle who intends to restore it. #44 Loose Special NX-64573.

It was built from the late prewar Loose Special NR-13686 by Chester Loose and Warren Siem. The

plane was raced in 1947 by Siem and then by prewar great Early Ortman. Long retired, its whereabouts are unknown. #19 Brown Suzie Jayne NX83Y. Built in the 1930s as the Brown B-1, it’s a smaller version of the Brown B-2 Miss Los Angeles.

Raced through 1949 by Billie Robinson, the plane has been restored

by EAA and is in the Sun ’ n Fun Museum, Lakeland, Florida. #89 Falck Jeep N12930. Built

by Art Chester in the early 1930s and raced until the late 1930s, it was then sold to Bill Falck so the

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Fliteways Special.

PAUL PENROSE

Allenbaugh Californian.

Francis-Angell Whistler.

PAUL SCHNOEING

PFTTT.

engine, prop, and cowl would be used in a 375 Ci. Class racer. Before he could finish it, the class was canceled. When the Goodyear Trophy Race was announced, Falck used par ts (mainly tail feathers) in a midget in which he

won the 1947 Consolation R ace.

Retired after the 1948 Goodyear, it sat around until EAA picked it up, completely restored it to its 1930s Jeep configuration, and placed it on display in EAA Headquarters in Oshkosh.

#70 Fliteways Special NX18219. Built from the 1937 WhiteKremsreiter Special by Fliteways Inc., and raced by Charley Bing, it was destroyed in a crash during 1948 Goodyear qualifying tests, with Bob Huggins parachuting to safety. #95 Allenbaugh Californian NX-67893. The plane was designed by prewar designer Eddie Allenbaugh and built with a fuselage of molded plywood. After the 1947 Goodyear, the wings were used on Allenbaughâ&#x20AC;&#x2122;s #66 Grey Ghost, a prone-piloted pusher that crashed on its first test flight, killing Mike Argander. #81 Francis & Angell Whistler NX-84Y. Built from the prewar Hansen Special, which was a modified Heath, it was raced in the 1947 Goodyear by William Taylor, retired in 1948, and is now on public display in Lansing, Michigan. #39 Nimmo PFTTTT NX67894. The plane was designed and built by Rodney Nimmo, who had been involved in at least one prewar racer. Raced in the 1947 Goodyear

by Mike Argander and then broken up for parts to be used in the construction of #39 Deerfly, it was also called the Mike Argander Special. # 85 H u r l b u r t H u r r i ca n e N1223. It was built for Marge Hurlburt, who was killed in an air show crash while raising money for the project. She would not have been allowed to fly it in the men-only Goodyear. It was raced by Eugene Smith but failed to start in the Consolation Race. Parts have been long rumored to be in California. #91 Falcon Racers Special N1223M. A 13th racer in Cleveland in 1947, it lost a wing during qualifying tests, with pilot Claude Smith jumping safely.

Your comments and suggestions are welcomed by the author at rofuf@konsulting.com.

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How to?

ROBERT G. LOCK

Construct a cap strip bending form A cap strip bending form is a fixture in which

wing rib cap strips are bent to proper curvature.

The cap strips will have their fibers softened in hot water and then are clamped in this fixture while still wet. When the moisture has dried they may be removed from the form and will retain their curvature.

To make the form it will be necessary to secure a large section of soft wood—I like to find a really good piece of fine-grained and knot-free redwood about 18 inches in length that measures at least 4 inches by 4 feet. Using an existing wing rib, trace the outline of the upper (and if necessary the lower) cap strip nose section where the bend is the most extreme.

Since the formed cap strips will tend to “spring back” somewhat after they are removed from the form, it is a good idea to saw the block with a slightly sharper curve than needed. Cut the form with a band saw and sand the cut smooth.

These three illustrations depict the drawn curve, the band saw’s guide line and the 2 pieces that result in the cut.

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To soak the cap strips you will need to construct a tube capable of holding water. There is no need to soak the entire cap strip but rather the forward section only, about from the front spar forward. I use a section of 4-inch diameter PVC pipe about 3-feet long and bond a cap on one end. When ready to soak I put enough hot water in the pipe to wet out the cap strips and then drop the strips into the water. Since wood likes to float, if needed add some weight to hold the cap strips down in the water. Let them soak for one to two hours. Remove and immediately place in the form block, clamp down using two C-clamps, and leave overnight to dry. The dry redwood form block will absorb most of the moisture of the cap strips.

Above, a 1929 Command-Aire 5C3 main wing rib when I built it way back in 1985.

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The

Very

ADAM GLOWASKI

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The restoration of Chuck Doyle Jr.’s Stearman Jim Hanson

Best After you read this article, you will understand why I chose the title.

It’s funny. Often I start writing a story and it takes twists and turns, and the final story bears only a slight resemblance to my original idea. I began writing a story about a remarkable airplane restoration. Those are “informational” stories—we’ve all read those kinds of stories in aviation magazines.

There’s a good reason. They are easy to do—describe the airplane, get some good photos, end of story.

Everybody likes to look at nice airplanes, and the story itself is pretty straightforward. Magazine editors like that.

This story, though, took some unexpected turns. I’d heard about this Stearman restoration in progress—there was a low undercurrent and buzz about it in the aviation underground network. It was reputed to be very good, and very costly. It involved Chuck Doyle’s aircraft—and anybody that has been around Minnesota aviation for a while knows both Chuck and

the aircraft. There was an expectation that this would be special.

This past spring, I heard that the aircraft had flown—and not long afterward, I received an e-mail from Chuck Doyle Jr. asking if I’d like to see it and cover it. Of course I would!

The Doyles “Do you know C huck Doyle?

He’s an airline pilot…a mechanic… flies aerobatics…owns a bunch of antique airplanes…has been flying since he was a kid.” Those statements could apply to Doyle Senior or Junior.

Chuck Doyle Sr. was born in St. Louis Park, Minnesota, in 1916.

He first flew at what is now Minneapolis International airport, back when it still contained the remnants of the speedway. It was in an old Navy trainer. He fell in love with airplanes, rode his beloved motorcycle to the airport, and did whatever he could to be around airplanes—trading working on airplanes six days a week for 15 minutes of flying time (and you thought flying was expensive today!). He soloed an OX-5 powered Waco in 1933 at the a ge of

17. Shortly afterward, he bought an OX-5 powered Travel Air biplane—restoring both the engine and airframe—all while still in high school. He was later expelled from high school for too many unexcused absences. Visiting the airport was apparently not an acceptable reason to skip school.

Wanting to pursue his aviation career, Doyle exchanged the old engine on his Travel Air for a more modern Wright Whirlwind engine.

He took up advertising with the airplane—skywriting and banner towing—learning it from some of the originators of the art form.

He also wanted to become part of the “aviation thrill show” circuit—pilots that would do deathdefying stunts—and sometimes death was not defied. Aerobatics, wing-walking, parachuting, mock aerial battles, intentional crashes, airplane-to-airplane, and vehicle-to-airplane transfers were the stock-in-trade of the shows. Doyle obtained entrance as a performer by making a parachute jump from an airplane, which he did with no training. He went on to do all of the stunts in the show repertoire. Always looking to add additional exVINTAGE AIRPLANE

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ADAM GLOWASKI

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PHOTOS COURTESY JIM HANSEN

citement to the thrill show, Doyle took on ground-based acts, including motorcycle jumps, crashing through blazing houses and barriers, and car crashes while strapped to the hood of a vehicle. Doyle always seemed to escape unscathed.

He performed nationwide.

In a strange irony, given the dangerous nature of his profession, World War II ma y have saved Doyle’s life. In Januar y 1942, Doyle was offered a job with 30

Northwest Airlines, flying copilot on DC-3s. Doyle worked with the Mayo Clinic, researching the effect of high altitudes on flight crew members. Doyle took a leave from Northwest to work temporarily on the war effort as an aeronautical consultant, helping build the more than 1,500 troop-carrying gliders produced in Minneapolis.

Upon his return to Northwest, he helped pioneer the routes to Alaska and the Aleutian Islands.

In only three months, he became a captain on the airline—a member of the Air Transport Command— civilian airline pilots flying military transports. He continued to fly for Northwest until reaching mandatory retirement age in 1976, flying all of the great piston airliners: the four-engine turboprop Electra and the Boeing 727.

During his airline career, Doyle “moonlighted” by buying, restoring, selling, and operating air-

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ADAM GLOWASKI

craft—often militar y sur plus aircraft like P-51s, P-40s, Stearman trainers, BT-13s, T-6s, helicopters, and even airliners and heavy bombers, as well as civil aircraft. One of the aircraft he purchased “way back when” was this very same Stearman.

Doyle modified the Stearman with a 450-hp engine transplanted from a BT-13, wheelpants, dorsal fin, and prop spinner. For skywriting, a 50-gallon oil tank was installed in the front cockpit and a smoke-oil injector was fabricated for a special smoke-generating tailpipe. Since Doyle regularly towed banners over Vik ings football games at the old outdoor Metropolitan Stadium in the autumn months, a canopy was installed in deference to the cold Minnesota

weather. The much-modified Stearman became a Minnesota aviation icon. Chuck Doyle Sr. flew it until he passed away in 2008.

Chuck Doyle Jr. grew up with aviation. Chuck shared one of his earliest memories, when he was 6.

“My dad was flying an airline trip on a Lockheed Electra turboprop— and told the co-pilot, ‘I think it’s time that Chuck gets some flying time,’ so I stood up behind the control yoke of the Electra and ‘flew’ the airplane (with a load of pas sengers!) as Dad watched the controls. I recall having the sense of control—and told him, ‘This isn’t so hard—and it would be easier if I could see out the front!’

Chuck flew more with his dad over the years from the 1,150-foot family farm airstrip in Apple Valley,

and soloed a Super Cub on his 16th birthday. He did all of the nonglamorous work associated with maintaining and operating old airplanes: the maintenance work, cleaning the shop, adding fuel and oil, assembling banners, and holding the pickup pole for the ground banner pickups as the big-engined Stearman flashed by inches away overhead.

Though he could f ly himself, Chuck was always a bit disappointed that he didn’t get to tow the banners or do the skywriting himself. “Dad wouldn’t let me do it,” he said, “and I resented it.” It wasn’t until much later that his father explained that he didn’t want his son flying at the edge of a stall, towing banners above thousands of people at the state fair or sports stadiums with no place nearby to VINTAGE AIRPLANE

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PHOTOS COURTESY JIM HANSEN

make a forced landing.

I asked him if and when he was able to fly the famous Super Stearman. “It was at Holman Field in the 1970s,” he said. “The last day of towing at the state fair. I was 17 or 18, and I had been working hard setting up banners. Dad had landed at Holman, walked over to me, and said with a sigh, “Do you want to fly the Stearman?” I was tired, and really didn’t want to, but I knew what he was offering and I would never pass up that opportunity.

“Tell the tower that you want to stay in the pattern and shoot a couple of landings,” he said. It was my first takeoff and landing at a towercontrolled airport. I shot some landings—they came out pretty well. Afterward, my dad just left the aircraft at Holman, and took me out and bought me a beer.”

I know what C huck was talk32

ing about. Some fathers are short on spoken praise, but when they do acknowledge that you’ve met their standards, it is better than anything they could have said aloud—a mutual and unspoken acknowledgement. You’ve also shared an airplane, a beer, the sky, and an adventure.

T hough C huck didn’t dwell on it, he seems to have the same mixed feelings that most children of famous people have for their parents—sometimes rejection or denial—then acceptance of the special circumstances they grew up with— then a real appreciation for their parent’s contributions. One of Chuck’s tales about growing up in the aviation household is illustrative.

“I took Dad’s Stits Playboy for a flight,” he related. “My friends were there, and I made a pass over the field at barn altitude, and did three

rolls before landing. Dad stormed up to me and said, ‘I don’t know how many times I’ve had to tell you that I don’t want you doing that in my airplane!’ He thundered, ‘But by the way, the third roll was the best!’

It was only later that I realized that his sometimes critical treatment of me was because he had seen the consequences of even small mistakes in his business, and he didn’t want that to happen to me.”

Chuck continued to fly, and obtained his airframe and powerplant repairman’s certificate. Like so many other children of successful business owners, he moved away from the family business and established his independence by starting an automotive parts and machine shop. Like so many of us, aviation kept calling him back, and he went to work for Roy Redman at RARE Aircraft in 1994.

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It was a chance to work on airplanes—old airplanes—the kind of airplanes that he grew up with— and he found he liked it. He also flew those old airplanes. He finally bowed to the inevitable, and joined Sun Country Airlines as a f light engineer on the B oeing 727—a chance to use both his mechanic and pilot skills.

Today, Chuck is a captain for Sun Country Airlines, and gets to enjoy both ends of the a viation spectrum—the latest technology, glass-cockpit jets, and the simple pleasure of f lying visually with little more than the sound of the wind in the wires. Today, in addition to the Super Stearman, Chuck owns that same Stits Playboy (restored two years ago), a Super Decathlon, a 1929 Travel Air 4000, a Twin Beech, and a Waco F-2.

It has been said that no man becomes a man until his father dies.

That’s true, especially when you are the son of a famous person—you will always be compared with your father. Chuck Jr. has come to terms with that comparison—he is his own person—famous in his own right—and comfortable with living with his dad’s memory while adding his own accomplishments. His building, restoration, and ownership of the Stearman is something that he shares with Chuck Sr. It is a way to acknowledge, honor, and perpetuate the bond they share.

Lifelong pilot, mechanic, restorer of old airplanes, adventurer, aerobatic pilot, airline pilot—that’s the Doyles—both of them!

The Aircraft I met with Chuck Jr., along with Roy Redman from RARE Aircraft, the people that did the restoration. I wanted information on the airplane. My very first question: “Why the turquoise paint color?”

Chuck chuckled. He had obviously been asked this before.

“Dad wanted a paint job that would stand out. Originally, he had a red and cream paint job, then purple and cream. Those were very ‘50s-ish’ paint colors, and even auto manufacturers were adopting them. He wanted something green, in tribute to his Irish heritage, but not GREEN green, so he settled on turquoise. He painted everything turquoise—the Stearman, the P-51, the house and hangar, the motorcycle, even the toilet and the Corvette. It was Dad’s tradition, and he loved to get teased about it, and I wanted to carry that on.”

I have to admit, it does stand out!

I asked Roy and Chuck to tell me about the aircraft, and they laid out all of the documents on the table and said, “Ask away!” I asked if the aircraft was airworthy when they started the project.

“It was ferriable,” they said. “ You have to understand—this was a working aircraft, and it was licensed in the restricted category because of all of the mods and the smoke system installed in the front seat. Since this was a family treasure, my brother Brian and sister Shannon agreed that we should

have the aircraft appraised, and I would buy out their shares and have it restored. I wanted a Stearman that I could use—something I could take passengers in. It would take a lot of work t o get it back to standard category—and even then, it wouldn’t look good. T he only way to do that was to do a complete restoration.”

I asked Chuck why, given his background with the aircraft, his background in working with RARE Aircraft, his A&P certificate, and his appreciation of old aircraft, he didn’t do the work himself. Chuck smiled and answered in his forthright way: “I spent eight years restoring the Travel Aire. I fly for a living, and I spend summers goofing off and flying. I decided to let someone else do it. The restoration started off with someone else. I was promised that I’d have the aircraft in one year. Along the way, as I looked at the progress (or lack thereof), it was apparent that it wouldn’t be restored the way I wanted it. I wanted the very best Stearman I could have—not something cobbled together or ‘good enough.’

This was my dad’s aircraft—one of a kind. I made up my mind to pull the project. It was messy, and VINTAGE AIRPLANE

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ADAM GLOWASKI

it was costly, but I wasn’t going to throw good money after bad.

Enough said.”

Chuck brought the Stearman to RARE Aircraft. RARE specializes in the very best restorations.

From his previous employment with RARE Aircraft, Chuck knew that the finished product would be expensive—but that it would be the very best. RARE Aircraft consistently turns out awardwinning aircraft, so I asked Chuck if he was going to have the aircraft judged at Oshkosh. Both Chuck and Roy smiled.

“No,” replied Chuck. “We could have built the aircraft back to standard—but that isn’t what I wanted.

This aircraft was a family pet , but it was also a working aircraft, much modified from the original.

Judges look for the smallest infractions and deviations from the original specifications. How would 34

you judge this aircraft? It has dozens of mods—the cover over the front pit for the smoke oil, the engine and prop, the turtledeck, the paint, four ailerons, the brakes, the faired-in wing access for the front cockpit, the Serv-Aero engine mount for aerobatics, the fuel injection system, the smoke exhaust stack, the inverted fuel and oil systems. This is a one-of-a-kind aircraft. I wanted a safe and reliable aircraft to fly for fun. I wanted the aircraft to look just as I remember it. I wanted the very best Stearman I could have.”

RARE Aircraft RARE Aircraft was founded in 1991 by Roy Redman. It has always been a family-owned operation, and from the very first, has been committed to only the best restoration and maintenance. That level of maintenance comes at a price.

Talking with Roy, Ben, or Jeremy

Redman, you may feel a bit like talking to the head of maintenance of a high-end automobile maintenance department—a Rolls-Royce or Mercedes-Benz. There will be no compromises—only the very best—and it is well known there should not be compromises. These aircraft are worth $250,000 or more—they should be maintained accordingly. That doesn’t mean that regular maintenance should be expensive, though. Aircraft of this era are simple, and robust.

They were built to take a lot of punishment from operating from open fields and the primitive airports. They were built to be maintained in the field, which means they are easily repairable. You have to remember, though, that some of these aircraft are 70 years old or more. At some time, they have to be completely remanufactured.

Other than that, these airplanes

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don’t require a lot of ex pensive maintenance and inspection—everything is out in the open for inspection, and any airworthiness directives should have long-since been issued and complied with.

I asked Roy and C huck what makes the difference between a “good enough” restoration and the very best. The answer was simple. “Good enough—is not good enough.” He elaborates, “When you have an aircraft like this, you should never have to worry about it while doing aerobatics or normal operations. With our restorations, every bit of hardware is replaced.

All four wings on the aircraft were built new, as well as the center section. A new engine mount was installed for aerobatics—an inverted fuel and oil system was installed, a different smoke system and exhaust installed, different oil cooler and vent, the cutout above the front cockpit was faired over to eliminate turbulence and improve performance, the front cockpit was faired over (but can be converted in only 20 minutes), modern brakes were installed, the panel re-worked, the list goes on and on.”

With all of those changes in mind, I asked what remained of the original Stearman. “The fuselage and landing gear are original,” “The engine, cowling, and prop from a BT-13 that Chuck Sr. installed almost 60 years ago are intact. We sent the engine down to Tulsa Aircraft Engines. The teardown report showed the engine to be in excellent shape—but in keeping with wanting the very best, it is now zero since major overhaul.

With all of the modifications over the years and the new modifications during the restoration, I asked about the aircraft paperwork and documentation. Roy pulled out the file. “All logbooks

ADAM GLOWASKI

are complete,” he said. “The aircraft has only 1,212 hours total time since new, and as of this writing, 12 hours since restoration. Just look at these logs. They read like a ‘who’s who’ of Minnesota aircraft luminaries. The names include Bolduc, Falmouth, Ken Maxwell, Doyle, Wiplinger, Shanks, DePonti, Lysdale, Mohr, (and Redman).

Time and time again, we were told ‘You can’t do that!’ by various suppliers—it hadn’t been done on a Stearman before.”

Time and again, RARE Aircraft had to spend the time (and time is money) to work through the approval process. Roy noted that as the project progressed, the FAA actually became more and more accommodating. It seemed that they wanted this aircraft restoration accomplished, too! The FAA engaged in many inspections, discussions, and suggestions. Ask any aircraft restorer—having the FAA sign off on approvals can be the hardest part of accomplishing a restoration. If a restorer has done something before, the FAA feels better about the documentation and procedure—something to think about when selecting a restoration shop.

I asked who made the first postrestoration flight—and Chuck replied, “There is no way that I was going to let anyone else do it!” He described RARE Aircraft’s procedures for the first flight, including

an initial safety briefing. “We had Google Earth projections of the airport, so if we had a problem anywhere around the airport, we already knew where we were going to go. We had Ben Redman flying chase in the Decathlon. We had a prescribed flight check card and procedure. We had people alongside the runway with fire extinguishers. We even had our ground people practice getting me out of the aircraft. Now that’s prepared!”

Chuck said that the first f light came off without a hit ch. “Everything, and I mean everything worked perfectly,” he exclaimed.

“There wasn’t one thing in the aircraft that didn’t work. The aircraft was in perfect trim. It stalled at the correct speed and straight ahead. I couldn’t be happier!”

And that’s exactly what Chuck Doyle wanted—and what RARE Aircraft delivered!

Jim Hanson is the longtime FBO at Albert Lea, Minnesota. He has 50 years and 30,000 hours in t he business, has flown 312 different types of aircraft, and has flown to 78 countries around the world. Jim is correct in that most of his stories do not follow their original goal, but that hasn’t stopped him from writing them! If you would like to guide Jim back on track, you can contact him at his airport office, 507-373-0608, or at jimhanson@deskmedia.com.

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A Long

Journey Home

CHY H.G. FRAUTS

PHIL HIGH

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Full circle Buhl

Buhl Heritage Buhl Aircraft Company was cofounded by Detroit businessman Lawrence Buhl and aircraft designer Alfred Verville in 1925. (In 1927, Verville departed the company and Etienne Dormoy became designer and engineer.)

The Buhl family of Detroit had been well-known since the 1880s for their numerous and diverse business enterprises, including a large wholesale hardware company and the Buhl Stamping Company, which manufactured tubular lanterns and metal parts for milk cans (if you have an old milk can, look under the handle for the Buhl name).

The Buhls also made their mark in Fuselage mounted on the homemade rotating tool, inside the paint booth in Bowman’s hangar at Y65. May 2010.

The interior being installed at Riverside.

KEITH FOLKERTS

Buhl Manufacturers Number Two Eight mailed this date. – Clarence M. Young.”

Flying away from the factory, NC5860 immediately assumed an informal role of national ambassador for Buhl Aircraft Company, and also for general aviation, when it participated in the 1928 National Air Tour for the Edsel B. Ford Reliability Trophy. Buhl’s confident and experienced pilot, Louis Meister, was accompanied by Harry Dunn, and they finished the tour in 10th place. One leg of their route may even have had them flying within sight of Oshkosh, Wisconsin, where 84 years later, several generations of the Buhl family would be proudly representing the Buhl Aircraft Company, right alongside a freshly restored NC5860.

Taken in August 2003, this photo shows extensive repair being done to the wings.

KEITH FOLKERTS

A Silver-Age Sesquiplane Circles Back to the Buhl Family One of the special delights this year in the Vintage area was a gleaming black-and-ivor y 1928 B uhl Airsedan. Proudly displayed in front of the Red Barn, it simply exuded a stately air of elegance. The Buhl attracted hundreds of admirers, and the judges awarded it Silver Age (1928-1936) Runner-Up. Even in its heyday, this sesquiplane was a rare sight, since there were fewer than a dozen CA-3C models built in 1928 and 1929 at the Buhl manufacturing plant in Marysville, Michigan.

When M.A. Boggs inspected this prototype airplane on June 14 and 15, 1928, his overall pleasure with what he saw was reflected in his remark, “new type – new plane – excellent. Seems to be a ver y nice ship,”—yet he did observe that the pilot and passenger seats were “not comfortable,” and the throttle controls were “to be perfected. Not satisfactory at present.”

With those items addressed, Herbert Hughes, the vice president and general manager for Buhl Aircraft Company, sent a letter to the Aeronautics Branch in Washington, D.C., on June 21, 1928: “ Your Mr. Boggs inspected this ship last Saturday and mailed in his report. As this ship is going in the Ford Tour, we are very anxious to have the tag and the license plate sent to us as soon as possible and anything that you can do to expedite the sending of these to us will be greatly appreciated.”

T he Aeronautics Branch responded on June 27 (just days before the Air Tour commenced): “License card and plate N C dash Five Eight Six Naught assigned

KEITH FOLKERTS

Sparky Barnes Sargent

Work is progressing on the fuselage. May 2003.

ANDY BOWMAN

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the fledgling aircraft industry of the 1920s, when their company made notable history in March 1927, by receiving the ver y first CAA approved type certificate (ATC No. 1) for their Buhl-Verville Airster. The following year, the Buhl Airsedan was manufactured under ATC No. 46. By then, the company had moved to Marysville, Michigan. The company stayed in business until 1933.

Lawrence Buhl’s son, Larry, was born in 1934, and was amiably sharing a little about his family ’s ties to aviation during EAA AirVenture Oshkosh 2012. “I flew when I was in my 20s for a couple of years, and then after my father died, I took over the family real estate business in Detroit and really had nowhere to fly,” recalls Buhl, elaborating, “so that part of my life disappeared, but I’ve always been interested in aircraft. My eldest son,

Larry, always loved aircraft, and as a matter of fact, I drove him to his first flying lesson in Harbor Springs, Michigan, when he was 14 years old.

He’s been flying ever since. It was my father who owned the Buhl Aircraft Company in Marysville, Michigan.

I know that he and Edsel Ford were very close friends, and my father also raced boats on the Detroit River.

I do know that Edsel Ford built an engine for my father’s race boat, and I think that was about the same time that Ford was getting back into aviation. I just suspect that the two of them were talking one day, and Ford probably said to my father, ‘Larry, this is something that might be fun, why don’t you get your fingers in the pie?’ And he did.”

Buhl’s present-day quest to preserve and pay tribute to his father’s aircraft manufacturing history was inspired by a gift from one of his sons. “My eldest son, Larry, found a 1931 LA-1 Buhl Bull Pup that had been restored [by Ken Hetge] in California, and he gave it to me as a gift,” says Buhl with a chuckle, elaborating “that kind of started this whole thing!

MARY D. BOWMAN We have a Buhl Bull Pup Jeff Passeno flies the Buhl’s 1931 LA-1 Buhl now, so wouldn’t it be fun Bull Pup. 38

to see if we can get a Buhl Airsedan?

We found out about this one when the executor of Ed Marquart’s estate contacted our family. We had our friend and airplane builder, Andy Bowman, go to Ohio and take a look at it, and we decided to finish the restoration that Marquart had started. It took a little over a year to complete the sale, and then the project was shipped north to Andy’s hangar at Indian River airport. It took two years to complete, but we also changed in midstream from just recreating something and putting it in a museum, to having it flyable. That made a big difference, and it’s been fun having it.”

Restoration Begins in Riverside Ed Marquar t of R iverside, California, bought NC5680 around 1967, and he and his friends hauled it on an open trailer to the Flabob Airport, where it remained in storage for several decades. Marquart was very well-known in the experimental aviation world for his work with Ray Stits, his involvement with EAA Chapter 1 at Flabob, and his own aircraft designs, including the Marquart Charger biplane. In the mid-1990s, Ed began diligently applying his talents and skills to the sesquiplane’s restoration, submitting FAA Form 337s (Major Repair and Alteration) of his work for at least six years in a row. He thoroughly described and illustrated his progress through these hand-completed records, unknowingly creating a legacy of workmanship for someone else to complete years later. Throughout those years, Marquart had assistance from many friends, including the late Russ Earnhart and Jack Gentry, Janice Johnson (fabric covering and painting), Larry Gudde (machinist), and Keith Folkerts (photographer).

By March 1995, he submitted a 337 for the removal of the original

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tailskid assembly (which had been converted to a 4-by-8 wheel) and shock cord mounting tubes, which he replaced with a shock strut and tailwheel assembly from a Cessna UC78, adding a 4130 support structure. He also replaced the forward and aft section of the fuselage with new 4130 tubing, leaving the midsection with its wing and landing gear fittings original.

A year later, he was steadily progressing, and submitted a 337 with detailed information regarding repairs to the left and right lower wings: “Replaced laminated spruce tip bow and birch plywood skins, top and bottom, replaced spruce trailing edges, replaced aluminum leading edges, box assembly of three spruce ribs and birch plywood skin top and bottom, replaced three ribs on right wing.”

In March 1997, Marquart filed yet another 337 with hand drawings of additional wing repair, depicting that 13 of the le ft wing’s leading edge ribs and four main ribs were replaced. On the right wing, he replaced four leading edge ribs, two main ribs, and three inboard ribs aft of the fuel tank location. He also replaced plywood adjacent to the front and rear spars at the wingtips and wingroots. Additionally, he submitted a neatly detailed outline and drawings depicting his proposed installation of the wheels and brakes, though the work was not accomplished at that time.

The next month, he submitted drawings and calculations for changing the engine mount length, reflecting a 27-pound decrease in weight from the original Wright J-5 to the current Lycoming R-680. He used a mounting ring from a Stearman PT13 with vibration isolators, and indicated his plans to use a stainless steel firewall and a PT-13 oil tank (or comparable), along with a Hamilton Standard propeller.

Of all the Airsedan’s striking features, perhaps the most unusual is its circular-shaped tubing support structure throughout the interior of the cabin. A glance inside reveals a marvelous repetition of geometric circles, with the one closest to the windshield being inverted. Another eye-catching feature of the Airsedan is its lower tapered wing, which is less than half the size of the upper wing. Bowman reflects that PHIL HIGH the sesquiwing provides “the structural integrity and strength of a biplane, without so much drag. It does give some lift; every rib in that wing is unique because of the way it tapers.”

Marquart was moving r ig ht along by March 1998, when he submitted a 337 depicting the installation of a 1/8-inch Plexiglas skylight above the cabin area, accomplished by the addition of small tabs on the tubing substructure. A year later, his recorded paperwork stated that he’d re-covered the wings, ailerons, vertical fin, rudder, one stabilizer, and both elevators using the Poly-Fiber process.

In March 2004, another 337 indicated that the complete aircraft was covered in Poly-Fiber. Marquart con-

tinued working steadily on the Buhl Airsedan project until just a couple of weeks before he passed away on July 4, 2007. The project was hauled from Riverside and placed in the care of his relatives in Ohio.

Buhl Airsedan Model CA-3C Specifications Seating

One pilot, two passengers

Engine

Wright Whirlwind J-5, 220 hp

Wingspan

Upper 36 feet, Lower 20 feet 10 inches

Wing chord

Upper 72 inches, Lower tapered 35 inches

Wing area

240 square feet

Length

28 feet

Height

8 feet

Empty weight

1,760 pounds

Useful load

1,440 pounds

Payload

660 pounds

Gross weight

3,200 pounds

Speeds

134 mph max, 112 mph cruise, 47 mph landing

Climb

800 fpm

Ceiling

16,000 feet

Fuel capacity

45-gallon tank in each upper wing root

Oil

5 gallons

Range

840 miles

Price

$11,000

Derived from Joseph Juptner’s U.S. Civil Aircraft, Volume 1, and NC5860’s Aircraft VINTAGE AIRPLANE

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The Buhls Pass the Baton to Bowman Buhl shares that he spearheaded the Airsedan project and provided the funding, as well as “supervising” the restoration work. “I’ve known Andy Bowman for years; he’s built his own planes, and when the Buhl Bull Pup was delivered by trailer to Harbor Springs, he was probably the first one there as they were unloading it—with his tongue hanging out!” says Buhl with a chuckle, adding, “he actually said, ‘if you ever find anything else and want some help, let me know.’ That was before we even found the Airsedan, so when we discovered it was for sale, I knew I had somebody who could work on it. Best of all, it could be done in my own town, where I could keep watch on what’s happening. That made it a lot more fun for me, and Andy did a beautiful job on it!”

In 2009, when the project arrived at Indian River (Y65), Michigan, Bowman was a bit dismayed when he found some damage on the wings.

40

“All four wings had been covered and painted, but there was shipping damage on the wing leading edges— which was not fun to fix,” explains Bowman, “and a lot of the rib stitching knots were scuffed on the lower wings and the tail. So Larry and I decided it would be easier to repaint the wings. The fuselage was covered and primed, but we felt it was best to strip the primer and then start fresh. Jon Goldenbaum and the employees of Consolidated Aircraft Coatings were very helpful and supportive of my many questions as I learned to work with Ranthane, their final finish.”

When Bowman discovered that there was a 1929 Buhl Sport Airsedan at Greg Herrick’s private Golden Wings Flying Museum in Minnesota, he says he “went there to take photos and get ideas for the trim around the door. Greg also kindly shared the logo artwork with us; then Larry and his wife, Fay, picked this one which was on a great 1920s advertisement.”

Bowman completed myriad detailed restoration chores throughout

the course of two years, including installing new windows, completing the interior which Marquart had started, and replacing the instrument panel. “Ed made the panel with a cutout for a radio stack, because he planned to fly it regularly in the California environment, and he also planned a trip to Oshkosh,” explains Bowman, “but I switched it over to more original. I had the instruments overhauled, and they’re pretty much original to the era. The altimeter is part of a Navy bombsight.”

The pine wood trim around the Buhl’s doors and windows were made

by Dick Babcock, a boat-builder friend of Bowman’s, and another friend from Cheboygan, Jeff Passeno, made the threaded grease seals for the wheels and small spinnings for the hub caps.

Jim Mynning (of air show fame) provided invaluable help with many aspects of the restoration, including accomplishing work on the wheels and brakes, having the fuel tanks welded, and working on the Lycoming

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aren’t too bad, but you can’t really use the brakes, because you’d have to take your feet off the rudder bar to reach them. Jeff and I cruised 95 mph coming over to Oshkosh, and it was a real pretty flight.”

H.G. FRAUTSCHY

R-680 engine. “The engine came off a Stearman that Jim had traded for, and it had the front exhaust collector. Jim did a top overhaul on the Lycoming, working with Earl Kirchoff of Topinabee, Michigan,” shares Bowman, adding, “Earl was also the IA who worked with me. The ‘pretty’ Ham-Standard prop we got with the project was too big—it looks nice for display, but we fly it with a shorter prop that came off Jim’s 1929 Stinson. The carburetor also came off his airplane—we had a carburetor overhauled, but the throttle control linkage was not smooth, so Jim loaned us his.”

When it came time to hang the wings, Bowman enlisted Passeno’s assistance again. “Jeff was my primary helper, and teacher, during the last phases of the restoration,” shares Bowman, adding, “He has built and restored several planes, as well as designing and building an antiquelooking biplane. He was the lead on the wing installation and rigging for the Buhl; I was the gofer.”

Preserving the Buhl Family Legacy Now that the 1931 LA-1 Bull Pup has been aloft twice (flown by Jeff Passeno), and the 1928 Airsedan made a safe and successful debut at PHIL HIGH AirVenture, the Buhl family’s goal for both planes will be preservation.

Flying the Airsedan When asked what it ’s like to October 12, 2011, was a beautiful now own two of the Buhl Aircraft blue-sky day, with brilliant autumn Company’s airplanes, Buhl smiles colors in full array on the hillsides and reflects, “it makes me wonder, adjacent to the Pellston airport in at 77 years old, why I didn’t think Michigan. Members of the B uhl of this a lot sooner. I mean, you family and those who worked to know, why not? It just never even complete the restoration gath- occurred to me—it took my chilered in anticipation of NC5860’s dren to say, ‘Hey, Dad, let’s get on first flight since 1953. Pilot Paul this!’ It’s been a wonderful expeFullerton was accompanied by Jeff rience. I’ve just completed a 50Passeno, who served as radio op- by-60 building on my property in erator/passenger/movable ballast. Harbor Springs, and we’re going They taxied to the end of Runway to call it the ‘Buhl Sons’ Museum.’

23, and the resplendent sesqui- We’re going to retire both planes plane lifted off about 10:30 a.m. and put them in there, along with and climbed into the sunny sky for the first car my son, Robbie, raced a 25-minute flight. in the Indy 500. We’ll also add a Fullerton, who owns and f lies few things from the Buhl Stamping a Cessna 195, c ommente d to Company—it’ll be nice.”

Bowman afterward that he’d “bring Buhl and Bowman especially her down on the grass next time,” enjoyed being able to share the even though the gear and wheels Airsedan with aviation enthusiasts held up fine on the pavement. The during AirVenture 2012. “I loved Airsedan handled nicely; its coun- meeting many of Ed Marquart’s terbalanced ailerons, and the eleva- friends at the show,” declares tors, are operated by push-pull rods, Bowman, with his gregarious smile, which facilitate smooth and fluid adding, “I learned a lot more about movement of the flight controls. the plane, and the Vintage Aircraft “It flew real nice the very first Association. I was amazed at the time—it’s just wonderful,” reflects number of people who thanked me Fullerton, elaborating, “it’s not a and the Buhls for bringing the plane STOL aircraft or anything, but in its to the show. I’ve never thought to day, this was a very nice aircraft— say those words to an exhibitor, but especially with its enclosed cabin for I will use them often at future gaththe pilot and passengers. Landings erings of airplanes.”

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Jams D. Dole

Drowned

Eagles

Winners Goebel and Jensen

The disastrous 1927 Dole Air Derby Mark Carls on

F 42

lying in small air planes, cross-country pilots experience a profound sense of the nearness of the world

outside. They hear the engines and feel the airstream on the windshield. Looking below the wings a flier sees roads, rail lines, towns,

airfields, and other familiar landmarks to guide him. This is very different from what airline passengers sense, sealed into a large

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Even as Lindbergh was making speeches and being paraded around Europe, a man in Honolulu, Hawaii, was already thinking of a way to generate interest in another trans-oceanic flight.

aluminum and plastic tube that isolates them from the hostile and vast environment beyond.

But when a small plane leaves the land behind and points its nose out over the ocean it is another matter. Today with GPS and instant global communication, it’s almost impossible to get lost or lose contact with civilization.

Eight-five years ago, when woodand-fabric planes were common, the blue ocean far below might just as easily have been another planet.

For thousands of miles there were no roads or rail lines to follow. A pilot flying the ocean was as alone as any human could possibly be.

Charles Lindbergh’s brave goal of flying the Atlantic alone was one of the most daring feats in history.

To be fair, he wasn’t the only one to attempt the flight. But the danger that accompanied such an attempt was driven home by the deaths of

six men who tried the same thing.

Two experienced French pilots, Charles Nungesser and Francois Coli, were both aces in the World War I. Even with a suitable airplane and extensive preparation, the flight ended with their disappearance somewhere over the 1,800 miles of ocean between Ireland and Newfoundland. To this day their loss remains a mystery.

The moment Lindbergh touched down on the grass field of Le Bourget, Paris, on the nig ht of May 21, 1927, the world changed forever. For the first time in history, the continents of the Old and New Worlds had been joined by the wings of an airplane.

Even as Lindbergh was making speeches and being paraded around Europe, a man in Honolulu, Hawaii, was already thinking of a way to generate interest in another transoceanic flight. His name was James

D. Dole, the pineapple mogul. He had been profoundly impressed by Lindbergh’s feat. Dole saw the incredible marketing potential in a similar flight over the Pacific.

Lindbergh, however, had intended the New York to Paris flight to promote aviation, not to become a celebrity. He had worked f or months to prepare for the flight, taking every precaution to assure his safety and success. To him it was not a stunt but a carefully planned long-distance flight. He had little experience with over-water flying and knew it was dangerous.

The Summer of Eagles With typical zest, American pilots began looking to set other aviation records, to fly to the same fame and fortune Lindbergh had found.

The summer of 1927 became known as the “summer of eagles.”

Dole put up a prize of $25,000, the equal of the or iginal 1919 Ortieg Prize for a New York to Paris flight, for the first plane to fly from the continental U.S. to Honolulu. Dole sent the story out onto the Associated Press wire on May 25, only four days after Lindbergh had landed in Paris.

The man who made pineapples famous in the United States was a member of the National Aeronautic Association. Dole knew the dangers of such a flight and approached the Honolulu chapter to establish race details and rules. Chapter President Clarence H. Cooke worked with Navy Cmdr. H.B. McComb of Pearl Harbor and Army Capt. Lowell H. Smith from Wheeler Army Airfield. The Dole Air Derby would begin in Oakland, California, on the east shore of San Francisco Bay. The landing was to be at W heeler on Oahu. Dole hoped Lindbergh himself would take the bait and enter the competition. Takeoff was schedVINTAGE AIRPLANE

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uled for Saturday, August 12.

But even before the race had begun, two Army Air Corps lieutenants named Lester Maitland and Albert Hegenberger had already flown an Atlantic Fokker C-3 Trimotor from Oakland to Wheeler on June 25. They made the flight in just over 25 hours. The timing of the flight was purely coincidental, having been planned for several months. This only made Dole more eager to promote his air race.

Unlike New York hotel owner Raymond Ortieg, Dole was offering a $10,000 prize to the runnerup. Drawn by the lure of a big cash prize and instant fame, pilots from all over the country besieged the committee with their intent to enter the competition. Thirty-three applications were received and reviewed by Cooke’s committee. One of the early entrants was Frank Clarke, a noted Hollywood stunt pilot, whose work would include Howard Hughes’ famous Hell’s Angels in 1930. His plane was an International F-17W named Miss Hollydale. Famed cowboy star Hoot Gibson sponsored Pride of L os Angeles, another unusual Catron & Fisk CF-10 triplane. Gibson’s iconic face was painted on the side of the plane. The pilots were James L. Griffin and Ted Lundgren.

Other entrants were itinerate barnstormers or exhibition fliers, and the money was a huge temptation. To Dole’s disappointment, Lindbergh was not among them. After returning to the U.S., The Lone Eagle was far too busy promoting aviation and flying the silver Ryan NYP to every one of the 48 states.

A Hop, Skip, and a Big Jump Only a few of the applicants had any experience with long , over-water flying.

The prevailing mood was, “If a 44

Midwesterner like Lindy can do it, so can I.” Few of the entrants seemed to realize or pay heed to the danger. Oakland was 2,400 miles from Hawaii, far t o the southwest. The Hawaiian Islands were less than 300 miles across.

Even a slight compass deviation at that distance would put them hundreds of miles off course.

In 1927 aircraft instruments were simple and even primitive. It would be another two years before aviation pioneer Jimmy Doolittle would help to develop the artificial horizon and directional gyroscope that greatly aided all-weather and night flying.

The Aeronautics Branch of the Bureau of Commerce, the forerunner of the FAA, knew the flight was dangerous and sent inspector Walter Parkins to work with the Dole committee. Navy Lt. H.T. Wyatt was ordered by the 12th Naval District at Mare Island in Vallejo, California, to oversee the inspection of aircraft intending to enter the Dole Air Derby. The 33 original applicants were quickly whittled down to less than half that number.

One was disqualified because its magnetic compass was 45 degrees off true. The plane would have flown off to the northwest and disappeared. Far from being grateful for having their lives saved, the fliers were angry at being cut. The race officials held a drawing on August 8 to determine the order of takeoff.

Of the 15 qualifying entrants, two withdrew. Then The Angel of Los Angeles crashed on a trial flight.

On August 10, Pride of Los Angeles, bearing the face of Hoot Gibson, but without him on board, crashed in San Francisco Bay. Griffin, Lundgren, and mechanic Lawrence Weill were able to swim to shore.

Then another was cut for having an unqualified navigator.

Ten remained.

Lieutenant Wyatt, feeling the entrants needed more time to prepare told the press, “In the interest of aviation and safety, this race should not be held tomorrow. It would be suicidal.” Takeoff was re-scheduled for noon on Tuesday, August 16.

On the 11th, a Br itish pilot named Arthur Rogers took his unique Bryan Taylor monoplane up for a test flight. The radical design had twin booms and two BristolLucifer engines set fore and aft on a central fuselage, one pushing and one tractor. As onlookers watched the plane suddenly went into an uncontrolled spin and fell. Rogers was able to bail out, but his parachute failed to open and he was killed.

The City of Peoria was disqualified just a day before the race because it couldn’t carry the 450 gallons of fuel necessary to reach Hawaii.

The eight remaining aircraft were an eclectic bunch. Most were high-wing monoplanes, while a few were biplanes.

Hawaii’s favorite was Aloha, a Breese-Wilde Model monoplane, flown by Martin Jensen with Paul Schluter as navigator. Schluter was not experienced in aerial navigation, having only been on ships. This would be his first time in an airplane.

Jensen, an Oahu resident, had raised the money for the plane with his wife’s help. “She told me,” Jensen said to the press prior to takeoff, “that if I flopped into the ocean, she was going to row out and hit me in the head with an oar.

So I guess I’d better make it.”

He’d christened Aloha with a bottle of water from Waikiki Beach.

A n o t h e r B re e s e - W i l d e w a s named the Pabco Pacific Flyer. The lone pilot was Maj. Livingston Irving, an ace in World War I. Two reliable Travel Air 5000s were entered. One was Oklahoma, flown by Bennett Griffin (no rela-

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tion to the pilot of Pride of Los Angeles) and Al Henley.

T he second Travel A ir was Woolaroc, with Art Goebel, another Hollywood stunt pilot, and Bill Davis Jr. navigating. Goebel had used his own money and borrowed from friends to buy the Travel Air, but was unable to make the last payment.

Bennett Griffin suggested Goebel contact wealthy rancher Frank Phillips. Phillips, who was already sponsoring Oklahoma, agreed to make the final payment if Goebel named the plane after his ranch lodge. The name Woolaroc is a combination of the words wood, lakes, and rocks.

Goebelâ&#x20AC;&#x2122;s plane was one of only two to carry a two-way radio.

A new prototype Lockheed Vega Model 1, soon to become famous with Wiley Post and Amelia Earhart, was named Golden Eagle.

Jack Frost piloted the Vega while Gordon Scott navigated. Eagle was painted bright gold, making her easily the most visible of the entrants. It had been purchased by the San Francisco Examiner. With a long over-water flight in mind, the Vega had been equipped with several modifications. Fuel could be dumped from the tanks, increasing buoyancy. In addition, Scott could use a compressed air tank to inflate rubber cells inside the wings. The fuselage and wings were designed to be as watertight as possible, while a five-man life raft complete with sail, oars, compass, and flare pistol was ready for use.

The remaining all-metal aircraft was El Encanto, a Goddard Special, flown by her designer, Norman Goddard and navigator Ken Hawkins. This advanced plane was favored to win by members of the aviation community. Goddard and Hawkins were both Navy officers.

Dallas Spirit, flown by Bill Erwin, was a Swallow Monoplane. H er

Miss Hollydale

Oklahoma

Pabco PaciďŹ c Flyer

Pride of Los Angles VINTAGE AIRPLANE

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Aloha in Hawaii

Dallas Spirit

wasn’t concerned (or more likely, aware) of the d angers, was instantly the darling of the press as she paraded about in her specially tailored khaki ‘flight suit’ emblazoned with admirers’ fraternity pins as though they were military medals. Across her chest was a Sam Browne belt, and she wore high leather boots. Doran intended to go into acting after the flight. “She was the cutest little thing,” said a woman who met Doran.

The Buhl was painted red, white, and blue. As a passenger, Doran was to ride in a separate compartment behind the cockpit. A hole was cut into the forward wooden bulkhead for her to communicate with Pedlar and Knope with a small megaphone. She sat on an inf latable rubber cushion for comfort.

Under it was a crude toilet.

Nearly every aircraft was powered by the faithful and now famous Wright J5C W hirlwind radial engine, the one that had powered Lindbergh’s’ Ryan.

From Sea to Shining Sea

Miss Doran navigator was Alvin Eichwaldt.

One of the most intriguing entrants was the Miss Doran, a Buhl CA-5 Air Sedan biplane piloted by John “Augie” Pedlar. Pedlar always flew with his trademark knickerbockers and a straw hat. The plane had run into engine trouble on the flight from Michigan and needed repairs. Pedlar and his original navigator, Manley Lawling, worked on 46

the plane in Long Beach and took off for Oakland. Lawling’s navigational skills didn’t impress Pedlar, and he was replaced by Vilas Knope.

But the male pilots were secondary to their passenger, a pretty, 5-foot-4-inch 22-year old fifthgrade teacher named Mildr ed Doran from Flint, Michigan. The plane was purchased by a wealthy Flint businessman. Doran, who

One thing Lindberg h didn’t have was maritime and naval support. The committee arranged for a dozen ships en route between California and Hawaii, including the S.S. Wilhelmina, 1,400 miles out of San Francisco, to keep watch for the airplanes.

In addition, the U.S. Pacific Fleet, still based in San Diego was put on standby alert. This included the first American aircraft carrier USS Langley (CV-1). Wheeler Field had a radio beacon, but only Golden Eagle and Woolaroc could make use of it.

On the morning of the race, the eight planes and crews waited on the hard-packed dirt of the Oakland Airport for their turn. Arranged in a semicircle, they were to roll out one at a time. T here

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was a lot of bravado and bragging.

“When I pass the halfway mark,” said Bill Erwin of Dallas Spirit, “I’m going to listen for the rustling of grass skirts in the breeze and use it as a beacon to guide me in.”

At least 100,000 spectators and dignitaries’ were gathered to watch the start of the Dole Derby. At exactly 12:00, Ernie Smith, the official starter, fired his pistol and Bennett Griffin advanced the throttle of the blue and yellow Oklahoma and rolled down the bumpy dir t runway. The plane was off at 12:01.

The heavily laden Travel Air finally lifted off and banked west over San Francisco Bay. The next plane at 12:03 was Goddard’s El Encanto. It began to roll down the runway. But it suddenly veered off the str ip and tipped over, crushing the left wing.

Goddard and Hawkins were able to climb out, shaken but unhurt.

At 12:11 Maj. Livingston Irving pulled his bright orange BreeseWilde monoplane, Pabco Pacific Flyer, just a few feet off the runway, but it failed to rise and landed heavily in a marsh at the end of the runway. Undeterred, Livingston had ground crewmen pull him out so he could try again after the last entrant had taken off.

But the derby had star ted off badly. Two of the three starting planes had crashed.

The crowd kept cheering on the entrants, but their enthusi asm was tempered by the fear of seeing more crashes.

Jack Frost coaxed the gleaming Vega, Golden Eagle, into the air at 12:31 and headed out to sea.

At 12:33 Miss Doran, with the sole woman contender aboard in her tiny cabin followed Frost into the warm afternoon sky. Martin Jensen threw Hawaiian leis out the window as the Travel Air, Aloha,

took to the air. A few minutes later Woolaroc with Art Goebel at the stick joined the procession.

The last plane in the lineup was the green and silver Dallas Spirit, which took off uneventfully at 12:37.

Then Livingston in Pabco Pacific Flyer was ready after repairs and headed down the runway. His second attempt reached 70 feet, and then the plane nosed over and crashed. Livingston too survived.

A short time later the sound of engines had died down and the spectators began to gather up their things to go home and wait for news.

But suddenly the sound of a rough-running engine was heard to the west. A mechanic frowned.

“That engine doesn’t sound right.”

In a minute the crowd saw the gaily painted Miss Doran approach the field and land. P edlar and Knope ran around to the balky engine and made some adjustments.

Mildred Doran, in her faux aviator’s clothing, watched with some trepidation. When Pedlar suggested she might want to remain behind, she smiled and said, “I’m going.”

With that, Pedlar and Knope lifted off again and headed into the afternoon sun.

Then Oklahoma, with a tear in the fuselage, returned for repairs.

Shortly after, the last plane t o take off, Bill Erwin’s Dallas Spirit returned with control trouble. It would be a day before they could re-enter the race.

On Their Way Four planes were in the air, separated by several miles, headed southwest for the tiny and distant Hawaiian Islands.

At an average altitude of 1,200 feet the fragile planes f lew ever westward, eating up the miles.

From that height the pilots were

able to see for 60 or 70 miles in all directions in clear weather.

Woolaroc, the only plane to carry a radio, sent regular reports of their location, provided by navigator Bill Davis. All through the afternoon, evening, and night of August 16 the nation waited for news.

R u m o r s b e g a n to c i rc u l a te among coffee shops and workplaces from Hawaii to New York.

One plane had been spotted approaching Hawaii or another had been reported down at sea. No one really knew anything, but that didn’t stop the speculation.

On the morning of August 17 the first solid report came in from Woolaroc. Art Goebel sighted the S.S. Wilhelmina, westbound 1,500 miles from San Francisco and radioed it for a navigational fix, confirming his position. At Wheeler Army Airfield north of Honolulu, nearly 25,000 spectators, a huge number for the island, began to gather to watch the winner land.

At 10:00 a.m. a report came in from a Hawaii listening station that Davis estimated they would be over the island by 12:30. B ut just after noon, the droning sound of aircraft engines thrummed in the warm air. People pointed at a monoplane, escorted by Navy and Army pursuit planes headed in for a landing. The assembled crowd cheered as Ar t Goebel stopped the Woolaroc with 26 hours and 17 minutes in the air. After cutting the engine, Goebel and Davis emerged, stiff and woozy from the long flight. Hawaiian girls placed leis around their necks and soldiers fired a salute. Goebel looked around. “How many made it in before me?”

He was astonished to hear that Woolaroc was the winner. No other planes had been heard from in the last 25 hours. Knowing he had VINTAGE AIRPLANE

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Martin Jensen with his wife. been behind Oklahoma, Golden Ea- sea, the planes would f loat until gle, Miss Doran, and Aloha, Goebel rescuers reached them. On Thursbegan to worry. At least one of the day a massive sea and air search leading planes should have landed began along the 2,400 miles bealready or been seen. He and Da- tween Hawaii and California. Since vis had seen no other aircraft on there was no way to know when or their lone journey over the ocean. where they had gone down, every Goebel said they had maintained mile had to be scoured for wreckan altitude of more than 6,000 age. More than 40 Navy ships, infeet because a cloud layer at about cluding the USS Langley were put 1,000-2,000 feet had obscured on the search. Merchant ships were their view of the ocean. Any of the asked to look for any sign of the other planes flying at that altitude missing planes. A $40,000 reward, would have had difficulty seeing possibly offered by Dole himself, ships or land. was posted for information leading Navigator Davis said he finally to the rescue of the downed fliers. sighted a faint shadow, the island of Maui, “just where I thought it Was This Trip Necessary?

In Flint, Michigan, a rumor cirshould be.”

It was nearly 2:00 when an- culated that Miss Doran and her other plane was spotted, the gaily crew were found. Celebrations painted Aloha with Martin Jensen were short-lived when it turned at the controls. He had been in the out to be a false report. The people air more than 28 hours. Jensen, af- of Flint and Mildred Doran’s pupils ter receiving his lei, explained they went into mourning. More than 59 had been lost. “But after wandering years later, the nation would simabout for four hours we found our- ilarly mourn the loss of another selves and lit off like a blue streak schoolteacher, Christa McAuliffe, for Wheeler Field.” Jensen was re- who died in the explosion of the united with his wife who hadn’t Space Shuttle Challenger.

A subdued James Dole, knowhad to hit him with an oar.

As the afternoon wore on there ing his dream had turned to ashes was no sig n of the other two arranged for a simple ceremony. planes. People and race officials be- He handed Art Goebel a check for gan to fear the worst. Miss Doran $25,000 and Martin Jensen a check and Golden Eagle were both miss- for $10,000. The race was over.

Even though three men had been ing. But few were more than concerned. Even if they were down at killed at takeoff, and five more had 48

Art Goebel disappeared over the vast Pacific, Bill Erwin and his navigator, Alvin Eichwaldt, having effected repairs to the controls of Dallas Spirit decided to take off on Friday morning to Hawaii. Friends tried to talk them out of it, saying the race was over, there was no hope of prize money. But Erwin was adamant. They had a radio and could look for survivors on the way. At just before noon on Friday, August 19, 1927, Dallas Spirit lifted off and headed west.

For several hours Erwin reported all was well. Then as evening approached, a California listening station heard a shaky call from Eichwaldt. “We were in a tailspin but came out of it okay. We sure were scared. It was a close call. Bill (Erwin) thought it was all over, but we came out of it. The lights on the instrument panel went out, and it was so dark….” The signal faded. Then a few minutes later Eichwaldt called again. His voice was frantic. “We are in a tailspin! SOS!” From that moment on there was only silence.

Ten people had died in the Dole Air Derby. No trace of the three missing planes was ever found.

What happened to Golden Eagle and Miss Doran? Speculation among aviation historians runs the gamut of engine failure, clogged fuel lines, faulty controls, and pilot error. But why hadn’t any of the more than half-dozen ships along

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the route seen or heard them?

The Wright Whirlwind was one of the most reliable radial engines ever built until the appearance of the Pratt & Whitney R-1340 Wasp in 1935. Both missing planes had J5C Whirlwinds.

The only logical answer is navigational error. Celestial navigation was a reliable way of fixing an aircraft’s position, but juggling a sextant and trying for an accurate fix in a small plane is a challenge, and an error of only a few degrees would put a plane far off course, with nothing but empty sea ahead.

At the altitude of 1,200 feet even the large island of Hawaii could be missed from 70 miles away. As Goebel said, there was a cloud layer up to 2,000 feet for the later part of their flight.

The margin for error was thin and fragile, as were the lives of Jack Frost, Gordon Scott, Bill Erwin, Alvin Eichwaldt, Augie Pedlar, Vilas Knope and Mildred Doran. Doran is perhaps the most tragic figure in the story of the Dole Derby. A young, pretty schoolteacher who sought fame and adventure, she only found a terrifying fall from the sky to die in a tiny shattered cabin sinking into the freezing black water. She had no concept of how dangerous flying was, even under ideal conditions.

A Flint girlfriend told the Honolulu Star-Bulletin that “Mildred didn’t know enough to be afraid.”

In a statement replete with grim irony, Doran, just before takeoff said she didn’t plan to go swimming at Waikiki Beach when she reached Hawaii. “I don’t care much for the water.”

The man whom inadvertently i n s p i re d t h e D o l e A i r D e r b y, Charles Lindbergh, was the guest of honor at the official opening of the Oakland Airport in September.

Mildred Doran The famed aviator must have harbored some grim thoughts about the Derby that had begun there a mere month before.

The “summer of eagles” was over.

James Dole, after learning the planes were on their way to Hawaii, had told the Honolulu Star-Bulletin, “There is a definite stimulus to commercial aviation on the Pacific in

the Dole Derby. It is my hope and belief that the achievements of the trans-Pacific fliers today point to the early establishment of commercial aviation in Hawaii with regular and ample facilities for business and pleasure transportation. “ His flawed dream did come true, however. Four decades later a Boeing 747 was en route to Honolulu from Los Angeles. In two adjoining seats in first class were a retired Air Force colonel and a retired aeronautical engineer. Looking down at the wide blue Pacific 35,000 feet below, they talked about the Dole Derby. It had been a tragedy, a dangerous stunt with little heed paid to the risks and all to the payoff.

But it had been the forerunner of the very plane they were flying in, basking in comfort and ease.

They were Art Goebel and Martin Jensen, the winners and sole survivors of the Dole Derby.

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The Vintage Mechanic ROBERT G. LOCK

Approaching a restoration project: Where do I start? Part 1 While instructing at Reedley College in the would have to get into the airplane and go fly it began to aeronautics department, I always had a project going at appear on the horizon. And the closer I got, the larger the my shop at home. Occasionally I would bring some of my looming test flight became. But let’s not get too far ahead class, who were interested, over for a tour in the after- and return to the focus of breaking the project down into noon after instruction ended. Thus it would not be considered a “field trip.” Invariably questions and comments would arise, such as, “How do you know where to start?” or “The project is overwhelming.” I agree that looking at a pile of old airplane parts is a bit overwhelming, but one has to look beyond that. So to identify the task at hand, as related to their questions, take the pieces of a rare 1929 biplane shown in Illustration 1 and turn it into a fine flyable example as shown in illustration 2.

One problem with a project this size is Illustration 1 the amount of time (in years) that must be devoted to reach a conclusion. In this case the project was started in 1978 and finally concluded in 1989. There were times when Illustration 2 I did not work on the ship for six months, so the important thought was to end at a logical stopping point and make necessary notes to ensure there would be continuity when resuming.

My answer to the question, “How can you do this?” was always that I break the project down into smaller objectives. The overall objective would be to produce an airworthy and good flying airplane, and that would be a long way off in the beginning. But as the project neared completion the realization that I 50

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Illustration 3 smaller and more manageable goals.

The first project was to assemble what good pieces I could scrounge from three airplanes, and Illustration 1 shows the result. There were no drawings, rather a few photographs in the beginning. Not many people had ever heard of this type airplane, but I took it to the 1978 Merced, California, antique airplane fly-in and show. The nice folks there gave me a spot on the ramp where I could display my prize, a 1929 Command-Aire 5C3. I hauled the ship out of storage where it had been since 1965, loaded it on my trailer, and hauled it to Merced. With the help of some local folks, we assembled what was left of the airplane that is displayed in Illustration 3.

My wife, Sandy, and I stayed with the airplane the entire weekend, talking to people who did not know what it was. Most thought it was a Travel Air or early Stearman, but finally a man walked up and said, “Well, I’ll be darned, I didn’t think there were any of these

Illustration 4

left. It is a Command-Aire 5C3.” I asked who he was, and he said Joe Juptner, author of U.S. Civil Aircraft (Illustration 4).

If I answered the question, “What is it?” once, I answered it 100 times. Many other comments were received, such as, “It will never fly!”

Now, it is not my intent here to go into detail of exactly how this airplane was restored, but rather discuss philosophical points and provide “how to” details when the original factory drawings have been lost and there is nothing to use for reference except the major structural parts that were available. In lieu of drawings of any kind available, photographs are the next best things. Since this airplane had been modified for crop dusting, there was nothing in the front seat except the rudder pedal mounts.

The control stick and torque tube had been removed, as was the seat, throttle mount, etc. But what did all this stuff look like? I learned of a stock mode 5C3 that was located in Long Island, New York. A NASA test pilot friend, Tom McMurtry, would make occasional trips to that area because an experimental pivoting wing aircraft (the AD-1) was being constructed; he was the project test pilot. So I asked if he could find the Command-Aire and take a few photographs for me.

The result is shown in Illustration 5.

These photos were invaluable in showing details of the rudder pedals, control stick, seat, throttle mounts, and plywood bulkheads at front and rear of cockpit. Even the gas tank mounting can be seen.

Those pictures were an absolute prize. NC939E belonged to Joe Erale at the time, and he was kind enough to allow Tom access for these pictures.

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Illustration 5 Thank you, Joe! Since a search for the drawings turned up nothing, some serious sketches needed to be made. There were enough wings and parts to build maybe four or five sets of wings, so patterns were not a problem. All original factory fittings were used, as were the brace wires with part numbers still attached in the form of brass sleeves with p/n stamp. All new wood had to be made. One area that caused some thinking was how to make the wingbows, as they are not a flat bend, rather they take the contour of wing ribs. So a flat plywood fixture would not work. Finally, when disassembling a partial wingbow on a lower wing, I discovered that the factory built the bows on the wing and did not use a fixture as I had once thought. I could tell this because the first strip was nailed into the

Illustration 6 52

spars and each succeeding strip was nailed into the spars. If the factory used a fixture this would not have been the case. Illustration 6 shows fabricating the wingbows.

The first lamination of spruce is laid in place. Spar ends have not been trimmed, and common wood nails are driven into spar ends to support laminations in proper location.

Glue is spread on both laminations, and then the next spruce strip is moved into position.

Spring clamps hold laminations in place until they can be securely clamped using C-clamps. After glue has cured, clamps are removed and the wingbow is formed.

The wingbow is removed, spars tapered to fit bow, and necessary joints made to attach bow to leading and trailing edges and ribs.

Now it is time to plane and sand the bow into final shape. Here a small hand plane is being used to roughshape the bow. Final shaping is done with a disc sander and hand sanding.

This yields the final productâ&#x20AC;&#x201D;a perfectly shaped wingbow that follows negative camber of wing ribs.

Tip ribs can now be addedâ&#x20AC;&#x201D;all that remains is to install birch plywood skin on upper and lower leading edge ribs. Pretty neat!

I chose to do the upper wings first.

Illustration 7

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Illustration 8 There is no center section, so one wing panel is constructed and almost finished, and then the second wing is bolted and almost completed. This ensures that the two wings will fit together upon final assembly. The lower wings present a different problem in that they must fit the fuselage and align perfectly because angle of incidence is set here. Illustration 7 shows my father, Leonard, and me around 1984 when we were constructing the lower wings. The lower wing was assembled and trammed except for the first bay (inboard). The wing was slipped onto the fuselage fittings and attach bolts installed. Then the root compression rib was glued in place, thus ensuring a good fit to fuselage when the wing was completed.

Constructing wood wings is rather straightforward; however, on occasion there will be a mystery or two that must be overcome. Such was with the wingbow on these Command-Aire wings, but once understood the task was easy.

One of the joys of restoration was this particular airplane because I located the original designer, Albert Vollmecke. Al was very proud of the wings he had designed in 1928 and 1929 when these ships were being constructed in Little Rock, Arkansas, by Command-Aire Incorporated. Illustration 8 shows Al Vollmecke with an original Command-Aire wing in 1982. He was 81 years old at this time and had not seen one of these airplanes for over 50 years. The fuselage can be seen in the background of my shop along with an Aeronca 7AC I was also restoring.

Finally, when it’s time to check the fit of new upper wings, the attach bolts (which are in tension) slip into place without having to resort to a heavy hammer. Illustration 9 shows the new upper wings but before leading edge plywood is bonded in place.

Illustration 9

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Straight & Level continued from page 1

tinue providing opportunities to the membership to bring your vintage aircraft to AirVenture and enjoy the “grassroots” experience we witnessed at the 2012 event. Stand by, because this coming year’s planned annual venue will prove to be an exciting time for all EAA/VAA members.

5. “It takes money to make money!” The time has come to take on a serious effort to recruit new members to our organization. We are culling leads from a variety of data sets to target nonmembers who own vintage aircraft as well as EAA members who own vintage aircraft. We have already begun the process of targeting past VAA members who have not yet renewed, and have seen some limited success in this venture. We have also recently seen a renewed interest in the VAA “Life” membership program, so we will continue promoting that opportunity as well. Regardless of our efforts, it’s the word of mouth effort that shows the best return on investment. That’s simply you sharing information about our organization to friends and owners of vintage flying machines in your region in an effort to have them join up with us.

As always, your thoughts and comments regarding the magazine are very much welcome! Please feel free to drop us a line at vintageaircraft@eaa.org and let us know what you think about our all-new magazine, or anything else that may be on your mind for that matter. If you desire to communicate directly with our editor, simply address your e-mail to Jim Busha at the above address, or send it directly to jbusha@eaa.org. We would really like to hear your responses, positive or otherwise, regarding the new format of the VA magazine.

As always, please do us all the favor of inviting a friend to join the VAA, and help keep us the strong association we have all enjoyed for so many years.

VAA is about participation: Be a member! Be a volunteer! Be there!

Let’s all pull in the same direction for the overall good of aviation.

Remember, we are better together. Join us and have it all.

Welcome New EAA VAA Members

Fred Barber . . . . . . . . . . . . . . . . . . . . . Smithville, MO Charles Bloom . . . . . . . . . . . . . . . . . . . . Missoula, MT Thomas Bryant . . . . . . . . . . . . . . . . Oliver Springs, TN Thomas Egbert . . . . . . . . . . . . . . . . . . . .Claremore, OK John Garnsey . . . . . . . . . . . . . . . . . . . Rosenberg, TXs Scott Gramlich . . . . . . . . . . . . . . . . . . . Douglaston, NY Randy Hartman . . . . . . . . . . . . . . . . . Cedar Rapids, IA Thomas Hyrkas . . . . . . . . . . . . . . . . . . . . Calumet, MI Richard James . . . . . . . . . . . . . . . . . . . Mooresville, NC Daniel Jaycox . . . . . . . . . . . . . . . . . . . . Delaware, OH Jeffrey Jensen . . . . . . . . . . . . . . . . . . . . . Oshkosh, WI Karl Johanson . . . . . . . . . . . . . . . . . . . . San Diego, CA Bruce Johnson . . . . . . . . . . . . . . . . . . Valley Center, CA Karl Enold Jonsson . . . . . . . . . . . . . . . . Askim, Norway Dennis Keels . . . . . . . . . . . . . . . . . . . . . . . Logan, OH Timothy Kirby . . . . . . . . . . . . . . . . . . . . . . . Ocala, FL Daniel McKinley . . . . . . . . . St-Eugene, Ontario, Canada Howard Miller . . . . . . . . . . . . . . . . Winston Salem, NC Jaroslaw Pytka . . . . . . . . . . . . . . . . . . . Lublin, Poland William Rondeau . . . . . . . . . . . . . . . . Mount Juliet, TN Timothy Ryan . . . . . . . . . . . . . . . . . . . . . .Wichita, KS Richard Seely . . . . . . . . . . . . . . . . . Ocean Shores, WA Fraser Shaw . . . . . . . . . . . . . . Templestowe, Australia Thomas Short . . . . . . . . . . . . . . . . . . . . Huntsville, AL Rick Simpson . . . . . . . . . . . . . . . . . . . . Haymarket, VA

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VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 549023-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $42 per year for EAA members and $52 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. CPC #40612608. FOREIGN AND APO ADDRESSES—Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING — Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086.

Phone 920-426-4800.

EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

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VAA

Directory OFFICERS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 chief7025@aol.com

Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507-373-1674

Vice-President George Daubner N57W34837 Pondview Ln Oconomowoc, WI 53066 262-560-1949 gdaubner@eaa.org

Treasurer Dan Knutson 106 Tena Marie Circle Lodi, WI 53555 608-592-7224 lodicub@charter.net

DIRECTORS

Ron Alexander 118 Huff Daland Circle Griffin, GA 30223-6827 ronalexander@mindspring.com

Jeannie Hill P.O. Box 328 Harvard, IL 60033-0328 815-245-4464

Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653-7557 aaflagship@gmail.com David Bennett 375 Killdeer Ct Lincoln, CA 95648 916-952-9449 antiquer@inreach.com

Steve Krog 1002 Heather Ln. Hartford, WI 53027 262-966-7627 sskrog@gmail.com Robert D. “Bob” Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 rlumley1@wi.rr.com

Jerry Brown 4605 Hickory Wood Row Greenwood, IN 46143 317-422-9366 lbrown4906@aol.com Dave Clark 635 Vestal Lane Plainfield, IN 46168 317-839-4500 davecpd@att.net

Joe Norris 264 Old Oregon Rd. Oshkosh, WI 54902 pilotjoe@ntd.net 920-688-2977 S.H. “Wes” Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771-1545 shschmid@gmail.com

Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 269-624-6490 rcoulson516@cs.com

Tim Popp 60568 Springhaven Ct. Lawton, MI 49065 269-624-5036 tlpopp@frontier.com

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317-293-4430 dalefaye@msn.com Susan Dusenbury 1374 Brook Cove Road Walnut Cove, NC 27052 336-591-3931 sr6sue@aol.com

DIRECTORS EMERITUS Robert C. Brauer 9345 S. Hoyne Chicago, IL 60643 773-779-2105 photopilot@aol.com

E.E. “Buck” Hilbert 8102 Leech Rd. Union, IL 60180 815-923-4591 buck7ac@gmail.com

Gene Chase 8555 S. Lewis Ave., #32 Tulsa, OK 74137 918-298-3692

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-9110 genemorris@charter.net

Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-5012 itzfray@gmail.com Charles W. Harris PO Box 470350 Tulsa, OK 74147 918-622-8400 cwh@hvsu.com

S o m e t h i n g t o b u y, s e l l , o r t r a d e ?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line.

Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts.

Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.

AIRCRAFT WACO, tail-prop AristoCraft, universals for drive shaft, mufflers, small parts, engineering files, drawings. Make offer. O’Neill; 618-594-2681

BOOKS

ADVISORS Lynne Dunn 145 Cloud Top Lane Mooresville, NC 28115 704-664-1951 lynnednn@aol.com

Vintage Trader

John Turgyan PO Box 219 New Egypt, NJ 08533 609-752-1944 jrturgyan4@aol.com

Iowa Takes to the Air Volumes I, II, III apellegreno@yahoo.com

I’ll trade my completely refurbished building w/aircraft same value $225K www.kenosha.yolasite.com

SERVICES Always Flying Aircraft Restoration, LLC: Annual Inspections, Airframe recovering, fabric repairs and complete restorations.

Wayne A. Forshey A&P & I.A. 740-4721481 Ohio and bordering states.

MISCELLANEOUS www.aerolist.org, Aviations’ Leading Marketplace.

REAL ESTATE Green Lake, WI! 100 feet of Lake Frontage for sale on beautiful Green Lake. Great fishing and swimming. 30 miles from EAA grounds. Call Dan 608 212 9556 Florida keys Tavernaero Airpark 2/2 up and 1/1 down. CBS Construction, Central Air, screened pool, marina, air pad. $750,000 owner/agent 305-3048393

Restoration, fabric, paint, fabrications, pa p e r w o r k . W i t h 5 3 c o m p l e te d projects, Waco’s, Moth’s, Champs, Lakes, Pitts etc. Test flights and delivery. Indiana 480-209-2680 sales@wildcataviation.com, www. wildcataviation.com

WANTED Wanted for Warner 165 installation. One control Box Type 318 for Eclipse 15V 15A Generator Model 1, Type 308. Contact robert.bishop@ns.sympatico.ca or 902-584-3511

VINTAGE AIRPLANE

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VAA Tail View JIM BUSHA, Editor EAA Vintage Aircraft Association jbusha@eaa.org

Confessions With a couple of Vintage issues under my belt I guess it’s high time I formally introduce myself to you. My fascination for aviation began long ago, more years than I care to admit, when I was 5 years old. My father tells me I was watching an airplane fly over the old metal swing set I was sitting atop, trying to get a better view, and leaned way back. I proved gravity worked and received a halfdozen stitches in my head; I now carry a souvenir scar covered by streaks of blonde and gray hair—all compliments of aviation. All through grade school I daydreamed of flight and wondered what model I would build next.

Unfortunately, a balsa Sopwith Camel was not the correct answer to a math problem when called on by my teacher.

I had to wait until I was 12 years old before I was able to escape terra firma’s grip on me. A green and white colored rag-wing Cessna 120 gave me a bird’s-eye view of the city I lived in, and I marveled at the lush green fields, the little Matchbox cars moving about below, and the realization in knowing that flying was more than magic—it was truly a marvelous gift. About six years later I gave myself a little present and began taking flying lessons in a 1967 Cessna 150. One of my instructors had been a B-17 pilot in World War II and had no use for headsets or a fancy intercom; screaming at me seemed to work just fine! After renting nosedraggers for a few years I knew I wanted an old airplane to call my own.

I have always been enamored with the old airplanes, especially those from the golden age of flight and into the warbird types. I guess it’s a combination of the history, romance, and a simpler way of life and flying. It’s been more than 12 years ago now since my newborn son bought a 1943 Aeronca L-3 that he lets me fly. Since that time he has acquired two more partners—both his brothers—so I know it’s only a matter of time before they can all legally fly by themselves, forcing me to buy an old airplane for myself. I know that will be a change, and sometimes change is a good thing.

For those of you who have been a longtime member of this great organization, then I am quite sure you have noticed some very big changes both in the look and feel of your magazine. Well, before stepping into the role of Vin56

tage editor on September 1, 2012, I was presented with a recent member survey. I read and reread it with great curiosity and enthusiasm and found that there was a wide variety of interests and ideas. As some of you may have noticed, especially with this issue, your voices have been heard. For instance, a lot of you wanted more information on how-to type articles. Starting with this issue you will see master craftsman Robert Lock’s series explaining in detail how to do almost anything.

The type clubs thought they were overlooked at times as well, so as a solution to their anonymity they now have their own Type Club Corner where they can share ideas, announce upcoming events, brag about their types, or talk about recent ADs. Remember, it’s first come first served for your articles, so send them to me soon.

Another change of the magazine will obviously be the layout, which will feature more stunning photography and more stories about volunteers, restorers, and the pilots who fly these wonderful treasures. At times you may see my scribble inside these pages, but for the most part I have retained the well-known likes of Budd Davisson, Sparky Barnes Sargent, and Robert Lock. You will also see some new faces as well including Mark Carlson, Jim Hanson, John Patterson, and Don Berliner to name just a few.

Let me know what you think of the new look—good, bad, or otherwise. The same goes if you have a story idea that’s been swirling around inside your head for a while; send me an e-mail with your ideas and I will help you share it with the rest of the membership.

On a final note, it’s up to all of us to help ensure that these airplanes continue to fly for a future generation to enjoy. I took my shoes and socks off, did some high math, and figured it costs 12 cents a day to be a Vintage member. So I am asking all of you to join me in a New Year’s resolution to sponsor a friend, family member, hangar neighbor, or anyone else you associate with who would be deemed worthy to become a member of our wonderful Vintage family. Remember, there is strength in numbers. Just think of the legacy you will leave by introducing someone to Vintage aviation.

Blue skies!

JANUARY/FEBRUARY 2013

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Š 2012 Experimental Aircraft Assoc., Inc.

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