/

EDITORIALSTAFF
Publisher
Tom Poberezny
August 1992 Vol. 20, No.8
CONTENTS
1 Straight & Level/Espie "Butch" Joyce
2 AeroMail
3 AlC News!compiled by H.G. Frautschy
5 Luscombe Sedan - Unusual Landings/
Andy Brennan
6 Vintage Literature/Dennis Parks
9 The First Night Solo/Richard Stevens
10 Sun 'n Fun Best 120/140/
Lee Alexander
12 Gordy Lofschult' s PA-12 Super
Cruiser/Norm Petersen
16 Richard Hoyle's Luscombe SA/
H.G. Frautschy
20 Vintage Seaplanes/Norm Petersen
Page 16
22 6th Annual Aeronca Convention/
H. G. Frautschy
25 Pass ItTo Buck/E.E. "Buck" Hil bert
26 Mystery Plane/George Hardie
27 Calendar
28 Welcome New Members
31 Vintage Trader
Page22
FRONT COVER ...This Luscombe SA is a recentrestoration byRichard
Hoyle. Vincent. AL.Richard had the great looking two-placerat EAA
Sun 'n Fun '92. Photo byJim Koepnick. shot with a Canon EOS-1
equipped with an SO-200mm lens. 1/ 500 @ f5.6 on Kodachrome 64.
Photoplanefl ownbyBruceMoore.
BACK COVER . .Densel Wililiams and his friend Wilbur Hostetler fly his
delux model of the Aeronca 11CC Super Chief. powered by a
Continental CS5-S. Densel finished his restorationjust in time tobring it
tothe6th Annual Aeronca Convention. Photo byH.G. Frautschy. shot
with a Canon EOS-lOs equipped with an 7Q-21Omm lens. 1/250 @ f5.6
onKodachrome64. AeroncaChiefphotoplanefl ownbyRayJohnson.
Copyright 1992 bythe EAAAntique/ClassicDivision Inc.All rightsreserved.
VINTAGE AtRPLANE (ISSN 00916943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthly at EAA Avialion Center, 3000 Poberezny Rd. P.O. Box 3086, Oshkosh, Wisconsin 549033086.
Second Class Poslage paid at Oshkosh, Wisconsin 54901 and al addilional mailing offices. The membership rate lor EAA Antique/Classic
Division, Inc. is$20.00 forcurrent EAAmemberslor12 monlhperiod01 which$12.00 isforthe publication01 VINTAGEAIRPLANE. Membership
isopentoallwhoare interestedinaviation.
POSTMASTER:Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 549033086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthslordeliveryofVINTAGEAIRPLANEtoloreignandAPOaddressesviasurtacemail.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered Ihrough the advertising. We invite constructive
crilicismandwelcomeanyreport01 inferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescan betaken.
EDITORIALPOLICY:Readers are encouraged to submitslories and photographs. Policy opinions expressed in articles are solelyIhoseof the
authors. Responsibilityforaccuracyin reportingreslsentiretywilhIhecontributor. Norenumerationismade.
Malerialshouldbesent10: Editor,VINTAGEAIRPLANE,P.O.Box3086,Oshkosh,WI54903-30B6. Phone41 41426-4800.
The words EAA,ULTRALIGHT,FLY WITH THE FIRST TEAM,SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENTION,EAA ANTIQUE/CLASSIC DIVISION,INTERNATIONAL AEROBATIC CLUBS,WARBIRDS OF AMERICA are regislered
trademarks.THEEAASKYSHOPPEand logos01 the EAAAVIATION FOUNDATION and EAAULTRALIGHTCONVENTION aretrademarks01
theaboveassociationsandtheirusebyanypersonolherthantheaboveassociation isstrictlyprohibited.
Vice-President,
MarketingandCommunications
DickMatt
Editor-in-Chief
JackCox
Editor
HenryG. Frautschy
ManagingEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialist
Olivial.Phillip
ASSistantComputerGraphicSpecialist
Sara Hansen
Advertising
Mary Jones
ASSOCiate Editor
NormPetersen
FeatureWriters
GeorgeHardie.Jr. DennisParks
StaffPhotographers
JimKoepnick MikeSteineke
CarlSchuppel DonnaBushman
EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION,INC,
OFFICERS
President VicePresident
Espie'Butch'Joyce ArthurMorgan
604 HighwaySt . 3744North51st Blvd.
Madison.NC27025 Milwaukee.WI 53216
919/ 427-0216 414/442-3631
Secretary Treasurer
StevenC.Nesse E.E. ' Buck'Hilbert
2009HighlandAve. P.O. Box424
AlbertLea.MNWYJ7 Union.IL60180
507/373-1674 815/923-4591
DIRECTORS
JohnBerndt RobertC.'Bob' Brauer
7645EchoPointRd. 9345S.Hoyne
CannonFalls. MN55009

507/263-2414 312/77 -2105
GeneChase JohnS.Copeland
2159CarltonRd.
283Williamsbur8Ct.
Oshkosh.WI 54904 Shrewsbury.MA 1545
414/231-5002 508/8427867
PhilCoulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLane
Lawton.M149065 Hartford.WI53027
616/624-6490 414/673-5885
ChartesHarris StanGomoll
3933SouthPeoria 104290thLane.NE
P.O. Box904038 MN55434
Tulsa.OK 74105 612/784-1172
919/7427311
DaleA.Gustafson JeannieHill
7724ShadyHillDr. P.O.Box328
Indianapolis.IN46278 Harvord.IL 60033
317/2934430 815/943-7205
RobertUckteig RobertD.' Bob' Lumley
1708BoyOaks r. 1265South 124thSI.
AlbertLea.MNWYJ7 Brookfield.WI53005
507/3732922 414/782-2633
GeneMorris GeorgeYork
11SCSteveCourt.R.R. 2 181 SlobodaAv.
Roanoke.TX 76262 Mansfiefd.OH 44906
817/491-9110 419/5294378
S.H.'Wes' Schmid
2359LefeberAvenue
Wauwatosa.WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Willman
7200S.E.85thLane
Ocala.FL32672
904/245-7768
ADVISORS
JimmyRollison
823CarrionCircle
Winters.CA95694-1665
916/795-4334
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E.MacGregorDr.
Madison.WI 53717 NewHaven.IN 46774
608/833- 1291 219/493-4724
STRAIGHT & LEVEL
byEspie"ButchII Joyce
While many of you are receiving this
issue of VINTAGE AIRPLANE, the EAA
Oshkosh Convention will be underway.
An amazing thing happens during the con-
vention - in addition to all the tasks your
division officers, board of directors and
advisors perform for the division during
the entire year, they each pick up one more
function. As the EAA Convention gets
underway, they take on a dual role, work-
ing as Convention Chairmen. Separate
from the duties performed during the rest
of the year, these responsibilities are as-
sumed by these people to help make your
convention run smoothly. For example:
my duties at the Convention reside in the
Antique/Classic area Convention
management. That encompasses the
oversight of all the other Chairmen in the
Antique/Classic area. Being president of
the division does not automatically make
this my responsibility, but it has been as-
sumed by the president.
Your officers and directors put in quite
a bit of time before and after the conven-
tion to make the Antique/Classic area run
smoothly. All of this volunteer work is
done by these people at their own expense.
For example, I have spent approximately
35 days in Oshkosh during the past year,
and my effort is a reflection of the time
dedicated by other officers and directors -
in fact, a number of the volunteers are able
to spend even more time preparing for the
Convention at Oshkosh, simply due to the
fact that they have the desire to help, and
they live reasonably close to Oshkosh and
can travel to there for a weekend of work.
We all have them to thank for all the
outstanding work they accomplish.
It's hard to believe the amount of traffic
that is handled during the convention. Art
Morgan, the Parking Committee chair-
man, along with his able-bodied group,
park approximately 140 antiques, 900
classics and 700 Contemporary aircraft
that we estimate will show up this year.
They also have the added responsibility
for parking the aircraft in the showplane
camping area, encompassing both the An-
tique/Classic division and homebuilts.
We also recognize special aircraft in our
area each year. Quite a few of these
aircraft move in and out of the site each
day to participate in many of the flying
activities that take place, including the
daily flight showcase and the annual fly-
out to Shawano.
Dale Gustafson, the chief judge for the
Antique category, really has had his hands
full as the quality of antiques has been
increasing each year. Last year, there
were several aircraft in the running for the
Grand Champion award. They were very
well done restorations.
George York heads up the Classic judg-
ing, and he has his hands full as well, as
the quality of the restorations we have
seen on the classics is getting better each
year. Dean Richardson will be busy this
year coordinating the rules set up for the
new Contemporary category.
During the Convention, it is the goal of
the Antique/Classic division to make it as
pleasant as possible for all the members
and the people when they visit the Anti-
que/Classic area, by providing a number
of services. Ifsomeone has a problem and
needs some help, they can check by the
Antique/Classic Headquarters and see if
we can be of any assistance. This year, we
also have instigated a Directors Booth in-
side the headquarters where there will be
a Director, Officer or Advisor available to
talk to the membership about any
problems or any concems they may have.
They will be there from 9:00am until
3:00pm, each day of the Convention.
Another service for the membership is
headed by the husband and wife team of
Julie and Joe Dickey. They spend a large
portion of their Convention time setting
up an managing the Type Club Tent. Set
up free of charge to the organizations, this
service allows members who are inter-
ested in a particular type of airplane to
meet and talk with organizations who
share their interest.
Another service is extended to each
member who flies a showplane into the
Convention. When they register their
aircraft, they receive a Participant plaque,
complete with a photo of their airplane
and the year they flew into EAA OSH-
KOSH. This particular idea was the result
of a brainstorm by Director and fonner
A/C president Bob Lickteig. During the
year, he has these plaques prepared and
makes all of the arrangements.
Each morning of the Convention, the
Antique/Classic division provides a tram
that will depart the headquarters building
and tour up and down the rows of aircraft
with an individual describing the aircraft
and another knowledgeable person to
answer any questions the riders may have.
This is a great way to view the aircraft, and
become better informed. Use the tour
tram as a way to get an overview of the
entire area, and then, if you have a par-
ticular area of interest, you can walk back
and view those aircraft in more detail. I
might add that there will be no boarding
or disembarking this particular tram while
the tour is in progress. We also have
purchased two trams that are being used
to transport people from the south end of
our area back up to the north end. As the
Convention has grown and expanded our
area to the south, we felt that this tram was
necessary for those who could not comfor-
tably walk the distance. This is also
provided free of charge to the membership
and individuals.
Be sure to visit our headquarters build-
ing as we have quite a bit of Antique/Clas-
sic merchandise that you can purchase and
enjoy all year long. Another very popular
feature of our Red Bam A/C Headquarters
building has been the porch added a num-
ber of years ago. It has become a favorite
spot for the membership to relax.
There are so many things I could write
about that happen during the convention I
could go on and on, but I just wanted to
cover a few of the highlights to give you
an idea of the magnitude of volunteer
work that goes into each convention by
your Antique/Classic Directors, Officers,
Advisors and an absolute anny of other
volunteers. I'd also like to take a moment
and ask that everyone be careful flying
into and out of the Convention - we want
to enjoy your friendship again next year!
Let's all pull together in the same direc-
tion for the good of all aviation. Ask a
friend to join us. We are all better together.
Join us and have it all! ..
VINTAGE AIRPLANE 1
MAIL
GETIINGKIDSMOTIVATED
Dear Buck:
Just read your column in the May
1992 issue of "VINTAGE AIR-
PLANE". Hurray for you, it's high
time we get folks' heads out of the
sand as regards kids. Our EAA
Chapter is finally waking up to this
fact. Maybe it's time has come, eh?
If you ever get to shake the fellow's
hand, do it for all of us. Super. I'm
going to photo copy your column and
have it at our next chapter meeting.
Best regards,
Cliff Tomas
Madison, WI
TEDWELD-
ATFOURSCOREANDTEN!
by Norm Petersen
An interesting article entitled, "A
Visit With Ted Weld, former vice-
president of Piper Aircraft", was pub-
lished in the June/July 1992 issue of
the L-4 Grasshopper Wing Newslet-
ter (Editor: John Stahly; publisher:
John Bergeson). Excerpts from the
article are as follows:
Ted graduated from a New York
High School and later sold radios.
While opening a store in Bradford,
PA, Ted took flying lessons and
soloed in the Taylor Brothers
"Chummy" that he bought. Mr. Piper
then asked Ted to be a company
salesman. One of the first Cubs Ted
sold went to Santo, Brazil where it
was traded for coffee.
In 1939, Piper Cubs were assem-
bled in the Copenhagen, Denmark
plant with (the firm of) Bohnstedt-
Petersen in charge. Ted traveled by
ship and taxi to settle questions about
a contract at the Denmark plant.
Later, a pilot flew him to Berlin (Ger-
many) and kept his camera while Ted
traveled in a new Mercedes. Ted No-
ticed field after field of German war-
2 AUGUST 1992
planes and even talked to the pilot
who taught Herman Goering to fly.
The Cubs were shipped with no
fabric applied and tires and wheels
packaged separately to avoid the ex-
tra duty costs. In the early days, props
were $28 (in carload lots) and fish eye
Carwell compasses were $20 each.
Ted found out the hard way that the
sale price of the Cub did not include
the compass, as he let a Cub go with
one and had to make up the $20 dif-
ference.
Ted resigned from Piper as Vice
President when Mr. Shriver was re-
ducing the staff to save the Piper
Company. He then cast his lot with
Equitable Life Insurance Company,
where he was a District Manager.
(Ted is still active in the insurance
business to this day!)
An active 90 years young, Ted lives
with his lovely wife, Bonnie, in Sara-
sota, FL. Both are accomplished mu-
sicians, playing the violin in the West
Coast Symphony orchestra and both
are well known photographers in the
Sarasota area.
Having toured the very building in
1977 in which Piper Cubs were as-
sembled in Gentofte, a suburb on the
north side of Copenhagen, I was es-
pecially interested in Ted Weld's ac-
tivities in 1939. In addition, I have
been a member of the Danish An-
tique Airplane Club called "KZ &
Veteranfly Klubben" for seven years.
This organization has published nu-
merous photos from the Piper Cub
assembly line during the 1938-1939
time frame. (Denmark was occupied
by the German Army in April of 1940
and aviation activity came to a
screeching halt!)
On June 3, 1992, I wrote to Ted
Weld regarding his 1939 travels for
the Piper Aircraft Company and the
reason for my interest. I enclosed a
copy of the 1939 "Janes, All The
World's Aircraft" listing the officers
of Piper Aircraft Corporation: Presi-
dent: W. T. Piper, Vice-President: T.
V. Weld and Chief Engineer: Walter
Jamouneau
The following letter was received
from Ted Weld in answer to my inquiry:
Dear Norman,
I am very pleased to have your letter.
I appreciated the CUB picture and write
up. I was unaware of the Janes write
up.
Yes, I remember my visit to Mr.
Bohnstedt-Petersen and visiting the as-
sembly plant. The trip was a visit to see
if all was well. We originally shipped
two fuselages in one crate, then later,
four. All the other parts could be placed
within the fuselages. I recall that we
had to leave the tires off the wheels be-
cause wheels with tires mounted re-
quired a higher duty. The freight charge
was for cubic feet of crate.
While there, Mr. Bohnstedt-Petersen
had his son drive me over to a Castle
near the Swedish border. I have won-
dered if it is the son who now operates
the business, especially the Mercedes-
Benz dealership.
I remember we went to Sweden and
I spoke to the Flying Club. I was sur-
prised they seemed to understand Eng-
lish as I don't speak their language.
Mr. Petersen was a most gracious
host and had his Vice Pres. Mr. Erlich-
man (?) fly (us) to Berlin where we
were met with a Mercedes and driven
around to Potsdam, etc. I remember
seeing many planes at the airports we
flew over. I had to give my camera to
the Pilot until we reached Berlin. As I
recall, I believe the War broke out just
as my ship reached N. Y.
I was interested in your flying activi-
ties, especially to know you own a float
job. We used floats on occasion at the
factory. (We) often took off from the
river and landed on the grass at the air-
port. Then with a wheeled platform,
you could fly from the airport and land
on the water.
Sorry to be so long answering your
letter, but was out of town most of June.
After Piper, I went into Life Insurance
where I still operate as a retired agent.
Sincerely,
Ted Weld ...
compiled by H.G. Frautschy
MA3 and 4 CARB
PROPOSED AD
As published in the Federal Register
dated June 2, 1992, the FAA has issued
an Notice of proposed rulemaking
(NPRM) applicable to the Precision
Airmotive (formerly the Facet Aero-
space Products and Marvel-Schebler)
carburetor models MA-3A, MA-3PA,
MA-3SPA and MA-4SPA. The pro-
posed AD would require the removal of
the two-piece venturi assembly from the
affected carburetors and replacing it
with a one piece venturi. The FAA has
received reports of 9 accidents , 5
incidents and 26 service difficulty reports
involving loose or missing components
of two-piece venturis on the carbs. The
two-piece units have been known to be
damaged during an engine intake stack
fire , or an engine backfire. The
damaged components can disrupt
airflow through the carb,and possibly
coming loose from the throttle body.
They can then be drawn "upstream" into
the throttle bore/mixing chamber or
nozzle outlet, lodge against the throttle
valve, or become inserted into the
engine intake manifold/cylinder as-
sembly. The failure of these components
could cause an engine power loss or
engine failure. The replacement of the
two-piece venturi with a single piece unit
is currently addressed by Precision
Airmotive Corp. Service Bulletin No.
MSA-2, Rev. 1, dated Nov. 11, 1991.
The AD would require the following:
a) At the next removal of the
carburetor for overhaul or repair, but
not later than 48 months after the
effective date of the AD, whichever
occurs first , inspect the carburetor to
determine if a two piece venturi is
installed. Carburetors with the letter
"V" stamped or etched on the lower
portion of the data plate, or with a black
Precision Airmotive data plate, already
contain the one-piece venturi and are
HUGHES UK1 ON THE MOVE
not affected by the AD.
The proposed AD goes on to relate
the rest of the details to comply with
the AD. As you can see, the FAA is
planning on giving a 4 year window
for compliance. The FAA estimates
the cost for parts to comply with the
AD is $325.00, but a review of the ads
in the current Trade-A-Plane re-
vealed the parts could be had for
approximately $125.00. It is estima-
ted that 100,000 MA-3 and MA-4
carburetors would be affected by this
proposed AD, since the majority of
these carbs were installed on
Continental A-65, A-75, C-75, C-85,
C-90, C-115, C-125, C-145 and 0-200
and 0-300 engines, as well as
Lycoming 0-235, 0-290 and 0-320
engines. Comments regarding the
proposed AD, submitted in triplicate,
must be received by August 31,1992.
Send them to: FAA New England
Region, Office of the Assistant Chief
The mammoth Hughes HK-1 flying boat wiJl be moved from its location in Long Beach harbor, after being released by
the Disney corporation. Del Smith, the owner of Evergreen International, the McMinnville, OR based cargo and charter
airline, has leased the eight-engined airplane from the Aero Club of Southern California, after Disney had made it clear
that the flying boat was no longer part of its plans for development of the Long Beach, CA site that the airplane has been
resting on since 1982. Plans are being made to start dismantling the leviathan of the air on September 20th, in preparation
for a barge trip up the Pacific coast to the Portland area. At press time, the plans regarding storage of the rather large
fuselage and wing (the fuselage alone is almost 219 feet long, and 79 feet tall, with the wing a whopping 320 feet long!)
were not yet firm. The Hughes flying boat will be the centerpiece of an aviation education museum to be built in that
area. We'll keep you posted on any further developments.
VINTAGE AIRPLANE 3
THE WRIGHT PLACE
During the return trip from the Aeronca Convention, I was intrigued by a road sign pointing the way to a "Wilbur Wright
Memorial". As I got nearer, a little bell went off in my head that said something about this town sounded familiar, and
indeed, when I passed south of the town of Mooreland, I came upon the small farm just east of Millville, IN that was owned
by bishop Milton Wright, and was the place where his wife Susan bore him a son named Wilbur. The farm was purchased
by the bishop in 1864 for the sum of $550, with an additional $200 to be paid within two years, as detailed in the terrific
book, "The Bishops Boys", written by Tom Crouch. For a time, the family did not live on the farm, but after the end of the
Civil War, the family moved there, where they resided until 1868. The farmhouse still stands, with a covered picnic area and
small parking area just to the south. A battered F-86 sits atop three short pillars, placed there in the mid-70's as a tribute to
one of the world's aviation pioneers. The home has in the past been open, and has been overseen by a local historical
society. Well off the beaten path, the farmhouse and the surrounding area show some signs of neglect, no doubt due to the
limited resources available to a small, rural historical society. I understand that a different historical society has taken over
administration of the site, so perhaps the area will be better taken care of in the future. If you care to visit, the Wilbur
Wright state historical site is located 8 miles east of New Castle, IN, just north of state route 38. Well marked signs will
direct you to the Wright farmhouse, and the odds are very good that you will be the only visitor there - probably the loudest
sound you will hear is the trilling of the red-winged blackbirds.
Counsel, Attn: Rules Docket No. 92-
ANE-07, 12 New England Executive
Park, Burlington, MA 01803-5299.
AIR-DRIVEN POWER
Just as this issue was going to press,
we received a letter from Ron Cox,
whose company, Basic Aircraft Pro-
ducts, Evans, GA, manufactures the air-
driven alternator mentioned in the
article on Richard Hoyle's Luscombe
8A, starting on page 16. Ron wanted us
to pass along that he has now received
STC approval for the Piper J-3, Aeronca
7 and 11 series, and Taylorcraft BC-12D,
in addition to the Luscombe 8. You can
reach Basic Aircraft at the address listed
in the ad on page 32.
WRONG PROP
Jim Gorman was kind enough to
point out a typographical error in the
story on Mike Araldi's Lockheed 12A
restoration in the May, 1992 issue of
VINTAGE AIRPLANE. The Ham-
ilton-Standard prop used on the P&W
R-985 is the 2D-30, not the 2B-30.
Thanks for keeping us honest, Jim!
4 AUGUST 1992
MONOCOUPE HEAVEN
No, it's not a place where old Mono-
coupes retire after having led an exciting
life - it's Creve Coeur airport during the
weekend of September 24-27, 1992. If
you are a Monocoupe fan, this promises
to be one of the highlights of the decade.
Over twenty Monocoupes have com-
mitted to being there (in-cluding the 10
Monocoupes belonging to the "Creve
Coeur Gang"), as well as many members
of the Monocoupe community who help
keep the fast little two-placers still active
in the skies. Make your plans to attend
the Mono-coupe Club Reunion and Fly-
In, September 24 - 27, 1992, at Creve
Coeur airport (just west of St. Louis,
MO). Activities will include flying,
filming, restoration and maintenance
round tables. Hotel discoun ts are
available. Camping, breakfast and lunch
on the field, and a "Golden Age" dinner
Saturday night. For more information,
call or write Bob Coolbaugh, 6154 River
Forest Drive, Manassas, VA 22111. If
you wish to phone, leave a name and
address for an information and sign-up kit
- 703/590-2375.
DON LUSCOMBE AVIATION
mSTORY FOUNDATION
Member Doug Combs has advised us
of the formation of the Don Luscombe
Aviation History Foundation by a group
of enthusiasts, intended to preserve Don
Luscombe's many significant con-
tributions to aviation development, from
the Monocoupe to the Model 8 Silva ire
and Sprite. They hope to establish
educational programs and add to the
work being done by the Luscombe
Association and Continental Luscombe
Association. They are also planning on
developing a comprehensive maintenance
guide for the Model 8, and eventually
member training and insurance programs.
In an effort to preserve the valuable data
the Model 8 type certificate represents,
the Foundation also hopes to acquire the
FAA Type Certificate, and hopes to
stimulate the production of parts for the
aircraft. If you would like more in-
formation on the Don Luscombe A via-
tion History Foundation, you can write
them at P.O. Box 63581, Phoenix, AZ
85082-3581, or phone 602/540-7848 or 1-
*' 800-678-9900, tone extension 4522.
LuscombeSedan
..
UnusualLandings
------------byAndyBrennan-------------
Editors note: While this article deals
with a C. G. puzzle on a fairly rare air-
plane, the problems that this airplane ex-
hibited can be seen on any other airplane
if it is improperly loaded. If your air-
plane shows some of the tendencies that
this Luscombe Sedan had, you and your
mechanic may wish to carefully follow
the procedures Andy used to get his air-
plane in compliance with the aircraft
specifications. Make sure any changes
you make to the aircraft configuration
are documented in accordance with the
FARs, and are done with your me-
chanic's concurrence. - HGF
This rare bird is a wonderful airplane,
but has a reputation of unusual land-
ings. The trouble reported is that this
conventional geared, tailwheel airplane
cannot be three-pointed. When at-
tempted, many unusual landings have
occurred, some of them with disastrous
results.
I had my Sedan, NC1630B, for eight
years, 1957 through 1965.
It was bought in the Midwest and as I
had not flown in the last five years, I
had a friend fly it home to Hawthorne
Airport, California.
When he picked it
up, the previous
owner told him not
LBS.
to attempt any three
point landings but to
2200
make main gear
landings tail high
(wheel landings).
This was just not
for me. All such tail-
2000
wheel airplanes were
designed and built to
land three-point,
with that beautiful
sound of three
wheels rolling on
touchdown.
1700
I was determined
I was going to land
this one three point ,
or else! It was just
about "or else", as
1500
in flying an unfamiliar aircraft is to
check its stall characteristics. There-
fore, after a normal climb to altitude, a
power off stall was initiated. The nose
was brought up and the power reduced
to idle. As the control wheel came back
against the stop, the nose slowly
dropped and the airplane would not
stall.
This condition appeared to me to be
either insufficient elevator up travel or a
Center of Gravity (e.G.) that was too
far forward. Without any further test-
ing, I returned to the field, making a
wheel landing.
First, the elevator travel was checked
out in accordance with the CAA Type
Certificate, Aircraft Specification No.
A-804, and found to be perfect.
Second, the weight and balance re-
port was reviewed and appeared in good
order. The airplane at that time was un-
painted, had a Continental E-165-2 en-
gine and a two-position Hartzell Snap-
O-Matic propeller. The empty weight
was 1448 lbs., just 2 lbs. under the maxi-
mum weight of the empty weight e.G.
envelope.
Whenever an Aircraft Specification
f---
I I
LUSCOMBE
V
11A
./
/
V


/ \
/
--
FRONT
.--

LIMIT
/
REAR ./
LIMIT
every attempt to land
76 78 80 82
three-point was the
equivalent of a sur- INCHES
vived crash.
The first thing I do
or the superseding Aircraft Type Data
Sheet has an empty weight envelope, it
is not necessary to compute the loaded
weight e.G. to make sure it is within the
C.G. limits, as long as the loaded air-
plane does not exceed the gross weight,
and each seat is limited to 170 lbs. and
the baggage carried does not exceed the
placarded limits.
In this case, I was looking at one pi-
lot , full fuel, no other passengers or
crew, and no baggage. It appeared that
the airplane was well within the C.G.
and gross weight limits, so the first at-
tempts at three-point landings were
started.
Everything seemed normal until the
flareout. As the control wheel was
moved aft , the aircraft remained level
with its tail high. The control wheel was
continued aft until it hit the stop. This
was followed by a rapid nose drop, with
hard contact on the main gear followed
immediately with the tailwheel coming
down with a bang.
As the wing rapidly changed its angle
of attack it pulled the main gear six to
(Continued on page 29)
84 86 88
This C.G. Range chart is copied from CAA Aircraft Specification A-804 for the Luscombe 11ASedan.
VINTAGE AIRPLANE 5

by()ennis
Libr-ar-yjAr-chives ()irectvr-
DanielGuggenheimInternational
SafeAirplaneCompetition
Part 6
Cunningham-Hall Model X
The Cunningham-Hall entry in the
Safe Aircraft Competition was con-
structed by the company in
Rochester, New York. The company
had been formed in 1928 with Francis
Cunningham as President and Ran-
dolph Hall as Chief Engineer. Hall
had previously worked for the
Thomas Morse Aircraft Corporation.
Their first aircraft was the PT-6, a six-
place cabin biplane.
The Model X safe plane entry was
a single engine, two-place, single bay,
tractor biplane having an upper wing
of unusually high aspect ratio and a
lower wing of normal proportions.
Ail e rons were located only on the
upper wing and spanned the entire
trailing edge. The landing gear was a
split axle t ype with oleo shocks and
an exceptionally wide tread of over
eight feet .
The aircraft featured a novel wing
cellule in the lower wing, making use
of the Hall convertible wing. It con-
sisted of an airfoil whose basic sec-
tion was a Clark Y. Built into this
section and forming a portion of the
lower surface was a second airfoil
whose leading edge was one-quarter
chord length back of the leading edge
of the basic airfoil.
The rear portion of the auxiliary
airfoil was hinged so that it can be
lowered as a flap to increase the cam-
ber markedly. As the flap was low-
ered, an opening formed between it
and the upper surface of the wing
which extended aft of the flap hinge.
Under the surface of the main sec-
tion forward of the secondary airfoil
and covering the same span as the
flap, was located a shutter intercon-
nected with the flap. When the flap
lowered, the shutter opened, permit-
ting flow of air through the main wing
itself. Movement and position of the
flap and shutter were controlled from
the pilot's cockpit.
The upper wing of M-6 airfoil sec-
tion served as a position for mount-
ing the ailerons and as an important
member in the wing truss . The
ailerons were interconnected with the
flap gear in the main wing and were
lowered with the flap, although to a
lesser extent.
Brakes were supplied on the land-
ing wheels and long throw oleo struts
were used to reduce the shock re-
quired for the high vertical velocity
landing tests.
The Cunningham-Hall Model X used a Fairchild 21 fuselage as the basis for its frame, as is evident in this view.
6 AUGUST 1992
WING-FLAP-VANE OPERATING MECHANISM CUNNINGHAM-HALL
HALL CONVERTIBLE WING
Wings
Thewingcellulewasofa single
baydesignofmodifiedPrattTruss
typewith outerand inboard"A"
struts ofstreamlined tubingsup-
portedwithstreamlinedwirebracing.
Twosetsofliftandloadwireswere
used,oneeachin theplanesofthe
frontandrearmembersoftheout-
board"A"struts. A singlesetof
crossbracewireswereusedin the
centersection. A shortstrutfromthe
fuselage tothewingatthepointof
attachmentofthelandinggearalso
carriedpartoftheliftloadasthefor-
wardliftwireattachedatitsbase.
Thewingpanelsconsistedofcom-
binedwoodandmetalconstruction.
Theupperwingandaileronwereof
metal,bothaluminumalloyandsteel
beingused. Theupperwingwasfab-
riccovered. Thelowerwingwasbuilt
intwosections. Theforwardsparof
thewingwasmadeofwood,towhich
was attachedthe aluminumalloy
sheetleadingedge. A singlelargedi-
An excellent view of the lower wing on the Cunningham-Hall, as well as the full span
ailerons on the upper wing.
ametertubeservedastherearspar
for both lower and upper wings.
Woodbeamswereusedinthefor-
wardandmoveablesectionsofthe
auxiliaryairfoil. Ribsintheauxiliary
sectionwereofwood,screwedand
rivetedtothespars.Thewingswere
fabriccovered.
Duetothefact thattheairflow
tookplacethroughthewingwhen
theflapwaslowered,thefabricwas
very carefullysecured to the top
chordsoftheribs. Theouterribat
thetipwassheetmetal,whilethetip
itselfconsistedofaformedaluminum
alloytube . Therewerefourdrag
bayswithaluminumalloycompres-
sionribsandsteeltierods.
Provisionfor theflap operating
mechanismwasmadeinsidethewing,
althoughtheoperatingrodsandmasts
projectedoutside. Aileronswereop-
eratedbyinterplanestruts,intercon-
nectedwith theflap gearinsucha
waythattheaileronswereloweredsi-
multaneouslywiththeflaps. Landing
loadswerecarriedthroughtheinner
endofthewingstructure.
Tail
All tail surfaces were made of
weldedsteeltubingandfabriccov-
ered. Neitherthestabilizerorthe
fin wereadjustable. Thestabilizer
wasattachedtothefuselage atthe
front sparbystreamlinedstruts,
whileflyingwiresintheplaneofthe
rearsparprovidedthebracingbe-
tweenthefuselage, horizontaland
VINTAGE AIRPLANE 7
The large wheel pants and Walter Vega 1 engine show well in this view of the Cunningham-Hall. The "Hall Convertible Wing" was
designed to exhibit good low speed handling characteristics.
vertical surfaces. The rudder was
balanced.
Fuselage
The fuselage of the Cunningham-
Hall was from a Fairchild Model 21.
It had a Warren type truss, con-
structed of welded chrome moly steel
tubing. The engine mount was inte-
gral with the rest of the structure,
with a firewall installed behind the
engine. There was seating for the pi-
lot and for an observer in a tandem
arrangement. The fuselage was fabric
covered behind the firewall, with the
exception of the metal top cowling
back to the rear of the pilot's cockpit.
The landing gear consisted of a
conventional split axle with an oleo
strut having 10 112 inches of vertical
travel. There was also a swiveling tail
wheel. The wheels were constructed
of wire spokes and equipped with
brakes. In addition to the gear fair-
ings, an aluminum alloy streamlined
The Cunningham-Hall shows off its sesquiplane congiguration in this shot. Notethe
wide stance of the landing gear, which had a stroke of 10 1/2 inches.
8 AUGUST 1992
boot was installed over each wheel,
including the tail wheel.
Powerplant
The aircraft was powered by a five
cylinder, radial, air-cooled Vega I en-
gine, manufactured by the Walter
Company of Czechoslovakia. The en-
gine produced 90 horsepower at 1840
rpm. The compression ratio was 5.15
to 1 and the displacement was 317 cu-
bic inches. The weight was listed at
226 pounds. Scintilla magnetos were
used, as well as a Zenith carburetor.
A two-bladed Hamilton metal pro-
peller was used during the tests.
A 21 gallon gravity feed fuel tank
was installed forward of the cockpits
in the fuselage. A 3 1/4 gallon oil
tank was installed under the cowling,
forward of the firewall.
Competition
Apparently the aircraft was a good
flyer, but it fai led to pass the prelimi-
nary qualification tests for the Safe
Aircraft Competition. Afterwards,
the Cunningham-Hall company re-
turned to building the PT-6 cabin bi-
plane, the second one being com-
pleted in 1930. ...
Next month:
the Taylor C-2.
by Lee Alexander
(AIC 14400)
In 1989 I camped out at Sun 'n Fun for
the first time. Besides getting a contact
high from so many happy people, I got to
remember how beautifully crafted these
older airplanes were. I even had a few
brief fantasies about the mummy coming
back to life.
Fantasy became reality when I was in-
troduced to Ray Eaton, Jr. He was a
young pilot working as a mechanic for
Chalks, who was looking for something
nice to fly. He and dad agreed to get
Three Eight Bravo flying if I agreed to
pay for anything they agreed to buy. It
soon became apparent we were into a
restoration. Even though she went into
storage a perfectly good airplane, there
was literally no good
place to stop taking
her apart.
By the time Sun 'n
Fun 1990 rolled
around, dad and I
found ourselves at the
show buying radios
from an exhibitor, and
I thought, " Am I re-
ally spending perfectly
good American green
money on avionics for
the pile of shiny alu-
minum that Ray has
made out of the
mummy of myoid
"yes," I knew that somehow this mess was
going to turn into an airplane again.
By Sun 'n Fun 1991 the mess had be-
come a beautiful airplane. Ray's attention
to detail in preparation and painting paid
off big time. But we had no interior and
no direction toward one. Once again the
show came through. The Alabama won-
der provided 150 seats and tracks. Just as
the Narco equipment we got at the 1990
show solidified the panel design, the 150
seats from the 1991 show gave us the inte-
rior.
I call her Three Eight Bravo. My dad
introduced me to her 18 years ago when
she was 23. She was good looking, a lot of
fun, easy to get along with, neither de-
manding nor temperamental, just about
perfect.
She didn't have much to say about her
past. I know she was taken south at an
early age and grew up in Guatemala. I
think she fell upon hard times down there
and may even have gone to pieces. How
she got back to the States I have no idea.
When she showed up at Ft. Lauderdale
Executive in 1974, she definitely had her-
All cleaned up and ready to have the sub-panel and instru- sweetheart?" When I self back together again. My father, Tom
ments installed. answered myself, "Smoke" Alexander, liked her so much
10 AUGUST 1992
that he brought her up to Charleston,
South Carolina to meet me. She ended up
staying. We had a couple of great years
hanging out at the John's Island Airport ,
flying the Carolina coast. Everybody re-
ally liked her.
But soon the time came to return to Ft.
Lauderdale. That's when things got rough
for me and Miss Bravo. I started practic-
ing dentistry and my human wife, Gail,
continued practicing childbirth.
My dad tried to take up the slack as my
visits to the airport became rare. But he
was pretty involved with another 140 he
had been with since 1960. So one sad day
we amputated Three Eight Bravo's wings
and put her in the "on hold" side of dad's
hangar. She became a piece of hangar
sculpture to some. To me she was the life-
less mummy of her old self. She stayed
that way for 13 years.
Writing this I realize how much Sun ' n
Fun influenced the rebirth of this sweet
airplane. The award we got this year as
Best Cessna 120/140 is really a testimonial
to how this organization can inspire, en-
courage and help people to bring these
great old planes back to life. ...
Finished out and completely equipped for VFR flight, Lee Alexander's Cessna 140 is
ready for the southern Florida skies.
VINTAGE AIRPLANE 11
by Norm Petersen
A fleeting glance of a red and cream
colored airplane skirting the grove
around the farm caused the 10 year-old
boy to run for all he was worth to the far
side of the grove to see just where it went.
Enchanted by the sound of the purring
engine and the way the pilot seemed to
effortlessly handle the aircraft, the young
farm lad quietly sai d to himself,
"Someday I will have an airplane just
like that one!"
The time was December, 1946, and
the place was a farm just outside the
small rural town of Sloan, Iowa, (Pop.
935) about 17 miles southeast of Sioux
City. The excited young farm lad was
Gordy Lofschult, who unwittingly start-
ed a chain of events that particular day
that would change his life.
The red and cream airplane was a
1946 Piper PA-12 Super Cruiser,
N7781H, SIN 12-689, which made its
first IS-minute test flight at the Piper
12 AUGUST 1992
Two of aviation's finest, Phyllis and
Gordy Lofschult are pictured in front of
their nicely restored 1946 Piper PA-12
Super Cruiser at their hangar in Winsted,
MN.
factory in Lock Haven, P A on October
27, 1946. Three days later, ferry pilot
George Phipps flew the -12 from Lock
Haven to the dealer in Sioux City, IA.
Shortly thereafter, the Super Cruiser
was sold to a partnership of Maurice
Ames, farmer, and Norbert Juneman,
John Deere dealer, both of Sloan, IA.
The airplane was hangared at Maurice
Ames' farm strip, not far from Gordy
Lofschult's home farm, where it would
faithfully serve its two owners for the
next 26 years.
Meanwhile, young Gordy Lofschult
was busy growing up and still dreaming
of having his own airplane. He took his
first airplane ride with (the same)
George Phipps in a blue Stinson and
eventually took three flying lessons in a
tri-geared J-3 Cub before giving it up for
lack of money. When he was a senior in
high school, Maurice Ames took Gordy
and his girl friend for a ride in the P A-
12 - an experience that confirmed his
earlier suspicions - the Super Cruiser
was indeed high on his "want list."
By 1967, the aviation bug had
(severely) bitten Gordy and he was off
to Tulsa, OK to attend Spartan School
of Aeronautics where he earned an A &
P license. In addition, he earned the
coveted Commercial Pi lot's license
along with an Instrument Rating, doing
most of his flying from Harvey Young
Airport. (In those days, it was out in the
country. Now it has "moved" into
town!)
Going to work for Hughes Air West
Airlines as a mechanic, Gordy com-
menced the dual jobs of earning a living
and raising a family (three daughters).
In the summer of 1972, the family
returned to Sloan, IA on vacation and
Gordy was invited to fly the Super
Cruiser. Happy as a lark, Gordy says he
flew the airplane over eight hours that
week, giving rides to many folks and
doing solo work up and down the pic-
turesque Missouri River valley. For the
first time in his life, he felt free as a bird!
He loved the feeling. The urge to make
a really long cross-country flight , using a
map and a wet compass for navigation,
was almost overwhelming. The two
elderly owners of the PA-12 could see
the spark of interest in Gordy's eye.
They had flown the airplane for 26 years
and, perhaps with a tinge of sadness,
realized the time was near for a new
caretaker for the faithful old Piper.
In October of 1972, a deal was struck
and the Piper Super Cruiser, N7781 H,
SIN 12-689, wit h 916 hours total ti me
since new, was purchased by Gordon
Lofschult (EAA 258545, AIC 9779).
The logbooks were complete from the
factory test flight to t he present day.
Gordy carefully examined his new flying
machine wi t h t he eye of a somewhat
experienced A & P mechanic. Back by
the tail, he removed an inspection cover
and looked inside. He was surprised to
see a pair of beady looking eyes glaring
back at him! It was the resident mouse!
Gordy set mouse traps, all to no avail -
regardless of bait! He then started up
the engine in front of the hangar and
proceeded to make three tight circles
with the left wheel brake locked. Then
three tight circles to the right with the
right brake locked. He then shut off the
engine and waited. Two witnesses
observed a rather wobbly mouse run
down the tailwheel spring, jump to the
ground and run headlong into the near-
by cornfield! Thus ended the problems
with Mr. Mouse!
As Gordy was now based in Phoenix,
AZ, arrangements were made to fly the
PA-12 from Sloan, IA to Arizona in
December. A cold ten below zero
greeted Gordy as he bundled up with
"long johns" and mi ttens, and after a
fond farewell to the original owners,
Maurice Ames and Norbert Juneman,
he lifted into the cold air from the grass
strip and headed southwest. After two
In the summer of 1972, Gordy Lofschult was invited to fly this PA-12 from the farm
strip of Maurice Ames near Sloan, IA. This was several months before he purchased
the airplane and became the second owner of record.

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In the early 1980' s, Gordy runs the engine of the now tired looking PA-12 which had
been sitting in the Arizona sun for years. Note the faded registration on the fuselage
and the bent wingtip bows.
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The fuselage is carefully restored at Pete Miller's shop in Chandler, AZ and the cover-
ing is started on the inside cabin area.
VINTAGE AI RPLANE 13
and a half hours, a snowstorm forced
him down at Abilene, Kansas. Gordy
looked for tiedown rings, only to discov-
er both the fittings and tiedown ropes
were in the wings behind inspection cov-
ers - completely hidden and out of the
flight stream.
The old hotel in town was the only
chance for a room; the lady behind the
counter informed Gordy it was $1.50 per
night - in advance! There were no room
keys and the bath was at the end of the
hall! The restaurant across the street
was called the Crippled Rooster and
served very good, low cost meals. The
next morning, Gordy caught a tailwind
out of town and made 450 miles in three
hours to Jacksboro, TX, where he
stayed with friends before flying on to
Phoenix in 10.5 hours - all without radio
and using a map and a compass. As
Gordy says, "This was seat-of-the-pants
flying at its best! "
The next twelve years brought dereg-
ul ation to the airlines and Gordy was
All instruments were overhauled with new cream
redone while the instruments
faced dials installed. The instrument panel was
were sent out for overhaul and
returned to original condition.
Pete Miller on the left shakes hands with Gordy Lofschult f ollowing completion of the
restorat ion i n November, 1985. Photo was taken just before Gordy took off for
Memphis, TN.
14 AUGUST 1992
transferred from one place to another.
The PA-12 got pushed on the back
burner and languished in the Arizona
desert sun. The paint began to fade and
the original fabric with Razorback over
the top went downhill fast. Once in
while, Gordy would start up the engine
to keep it somewhat lubricated. Parts
began to disappear as the old girl suf-
fered from "visitors" who couldn' t resist
a souvenir. On several occasions, Gordy
almost sold the "Cub" to eliminate the
problem, however, something always
made him think twice. A divorce in
1981 didn' t help the situation either.
By 1984, Gordy was working in
Minneapolis, MN, had married a lovely
lady named Phyllis, and was trying to
figure out a way to reclaim the PA-12
from behind the hangar in Arizona. The
old girl looked pretty tough and was in
need of a total rebuild. His wife sug-
gested they have it professionally
restored despite the cost, because it may
otherwise never get done. After some
checking around in the
Phoenix area, the Lofschults
decided to have Pete Miller of
Chandler, AZ do the total
rebuild and keep it as original
as possible. The PA-12 was
moved to Pete Miller 's shop
and totally disassembled.
Several mouse skeletons were
found and one landing gear
was cracked half way through!
However, Pete was able to
repair the parts as necessary
and cover the entire airplane
with Stits. The original instru-
ment panel was carefully
new cream colored faces.
A new interior, including new seat
covers and headliner, really made the
inside of the PA-12 look like a factory
original. Pete Miller was especially
careful with the small details - so neces-
sary with a good restoration. The
streamlined tailbrace wires were
Magnafluxed before being reinstalled
with the official "Piper" marked bolt on
the fin.
Although the engine had never been
apart, it was decided to do a top over-
haul and chrome the cylinders to make
the airplane perform like a new Super
Cruiser. The engine accessories were
overhauled before installation and the
engine compartment was redone to new
condition. The metal prop, which had
been on the PA-12 since 1949 when it
replaced the original wood propeller,
was sent out for overhaul. (Gordy still
has the original wood prop with the
Sensenich decals and the Piper Bear on
the blades.)
About the time Pete Miller finished
the restoration, Gordy was transfered to
Memphis, TN so the problem was to
locate a hangar in that area. A search
turned up a hangar at the Wolf River
Airport at Colliersville, TN. After get-
ting his biennial updated in a J-3 Cub at
Memphis , Gordy traveled to Pete
Miller's shop in Arizona to have a look
at the "new PA-12". It was nice! Pete
had done his work well and Gordy was
really happy with the outstanding condi-
tion of the restored "Cub". Pleased as
punch, he flew the Cruiser to Memphis
via Texas, where he again visited friends
in Jacksboro.
In February of '85, Gordy was trans-
fered to Minneapolis again, so leaving
Memphis with maps in hand, he navigat-
ed up the Mississippi River, all the way
to Minneapolis, where he had luckily
found a hangar at Winsted, MN on the
west side of town. He was beginning to
learn that everywhere he landed, a
crowd would gather to look at the strict-
ly original Super Cruiser. Gordy admits
it was quite a thrill - and a pleasure.
The old " free-as-a-bird " feeling was
alive and well as he followed the com-
pass and the "finger-on-the-map" while
getting a birdseye view of this great
country.
Later, in the summer of 1986, the
PA-12 was flown back to its "home" in
Sloan, IA where Gordy had the pleasure
of taking one of the original owners,
Maurice Ames, for a ride. For these two
people, it was the best of times! Morris
readily admitted he was pleased to see
Gordy and the flight brought back
many, many memories of days gone by.
Gordy was both excited and proud to be
able to give a ride to this "eighty plus"
gentleman who had literally fanned the
tiny spark that got him started in the
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All of the owners NC7781 H has ever had! Norbert Juneman on the left, Maurice Ames on the right and the pilot who took them for
a memorable ride at Sloan, Iowa, Gordy Lofschult, kneeling. You are looking at three happy people.
aviation field.
The following year Gordy returned
to Sloan, IA to take the other owner,
Norbert Juneman, for a ride in the
Super Cruiser, and like the first time, it
was an emotional experience for both
people. Norbert, who was 87, related
how he once flew into Kansas City
Municipal using light signals to land and
well remembered how the tower people
were getting owly about non-radio air-
planes! He taxied to a tiedown area
when a man walked up, inspected the
"Cub" closely and remarked about the
fine condition of the PA-12. When the
man was gone, the lineboy asked
Norbert if he knew who the man was?
The negative answer brought forth,
"That was Howard Hughes!"
Many central U.S. fly-ins have been
graced with the colorful Super Cruiser
during the past five or six years includ-
ing the Nebraska Regional at
Gothenburg, NE where N7781 H gar-
nered the Grand Champion award for
its owner, Gordy Lofschult. At
Blakesburg, lA, the Cruiser took the
Best Chapter Choice Award and people
from Air Progress magazine were drool-
ing over the restoration. In addition,
author Richard Bach's son made a spe-
cial effort at Blakesburg to seek out
Gordy and congratulate him on a fine
PA-12.
Besides enjoying the sights and
sounds from the front seat of a Piper
Super Cruiser, Gordy Lofschult has con-
sidered trying the original wood prop on
the airplane, just to see how it felt on
the way to Iowa from Lock Haven. In
addition, he has considered installing a
shielded ignition harness along with a
radio to help with "modern" navigation.
There is something about a PA-12 and farmland that seems to go together. Note the
handsome detailing on the tail number, the original paint scheme and the standard
Grimes position lights. With 38 gallons of fuel, this is a great cross-country airplane.
There are two items missing that
Gordy would like to locate for the 1946
airplane. At one time it had a Grimes
" plug-in" landing light that Maurice
Ames once tried using for a night flight.
After scaring himself half to death and
landing on the far end of the landing
strip in a hairy night-time landing, the
"plug-in" light kind of disappeared and
hasn't been seen since! The PA-12 also
had a set of Consolidaire wheel fenders
that fit just over the main wheels and
clamped on the landing gear. These
have never been located and Gordy
would like to find a pair. Any help is
always appreciated (612-941-4293).
Original PA-12 Super Cruisers are
becoming very difficult to find any more
because most of these fine machines
have been converted to "bush" air-
planes with big engines, flaps, PA-18
gear and tail feathers. Over half of the
remaining 1475 PA-12's still registered
are now in Alaska.
Gordy Lofshult has flown the PA-12
over 220 hours since the rebuild by Pete
Miller. He has attended fly-ins in all
directions from Minneapolis where he
and his wife, Phyllis, live in the suburb
of Bloomington. This story had its
beginning when the author discovered
the pretty Super Cruiser at a Hector,
MN flight breakfast along with a subse-
quent visit to Gordy 's hangar at
Winsted, MN. The PA-12 is maintained
in pristine condition and the annual
inspections are done by Wade Lowry
(EAA138970, AIC 6253) of Lakeville,
MN.
As Gordy Lofshult says, these past
two years have been the very best of his
life! We couldn't agree more. ...
VINTAGE AIRPLANE 15
Open your thesaurus and look up the
word "snappy", and the synonyms you
will find include lively, zesty brisk and
quick. All of these words apply to the
delightful Luscombe 8A newly rebuilt by
Richard Hoyle (EAA 118624) of Vin-
cent, AL. With its comely gray and red
color scheme , and the care taken by
Richard during the extensive rebuild, the
1946 two-placer is a lovely sight, indeed.
16 AUGUST 1992
By H.G. Frautschy
Strolling the line at EAA Sun 'n Fun
' 92, I came upon a couple of fellows re-
laxing under the metal wing of the Lus-
combe, so I introduced myself and sat
down to talk to Richard Hoyle about his
project. What I heard in the next few
minutes was stirring - during the course
of the restoration, Richard replaced the
majority of the rivets in the entire air-
frame, as various parts needed to be dis-
assembled to repair corrosion.
Richard had heard that the airplane
was in a barn, and looked for it for three
years before a friend discovered the lo-
cation it had been stored at for the pre-
vious 15 years. It was so corroded,
Richard's friend refused to buy the
rough looking Luscombe. Richard lo-
cated the owner in Florida, and yes, the
tired, old, rotted airplane was still for
SA
Jim Koepnick
sale. After locating and inspecting the
Luscombe, he bought it, knowing that
he had a long struggle ahead of him to
resurrect the 8A. His search for a Lus-
combe was not born out of a burning
desire - in fact. he had never really seen
a Luscombe 8A up close prior to his
purchase! Armed with his goal of re-
building the Luscombe into a personal
traveling machine. he started work on
the project in 1987.
He first tackled the tail surfaces. The
skins were replaced, after corrosion was
found on both surfaces. The tail section
aft of the cabin was corroded exten-
sively, as Richard and a friend found
out in an unusual way - while stripping
the paint from the aft fuselage. a friend
. of his dropped the tail from a height of
about 18 inches. While spraying water
on the skin to clean off the stripper,
Richard noticed that a line of rivets in
the skin had no more heads left on
them! The rivet shanks were so cor-
roded, the impact with the ground had
sheared off the heads clean off. After
getting the.fuselage back to the hangar,
he started drilling. and would find few
sound rivets until he reached the for-
ward end of the tailcone. The f1oor-
VINTAGE AIRPLANE 17
(Right) The neat engine compartment is
home to this immaculate Continental C-
65-8, as well as the battery box and relay
installation.
(Below) The instrument panel has every-
thing you need for basic VFR flight, plus
a few added gadgets that let you knock
on the door of a TCA and ask, "Can I
come in?"

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boards were removed, cleaned and then
zinc chromatedo
The landing gear would also not es-
cape scrutiny either, and it was removed,
refinished and reinstalled. The landing
gear shock absorber was rebuilt with
new seals.
An inspection of the wing skins was
not encouraging either - the upper skins
showed corrosion on both surfaces,
while the lower skins showed damage
inside the wing. Fortunately, the spars
showed little damage, but both wings
would have all of their skins replaced.
It is fortunate that Richard enjoys sheet
metal work, for on this project , he and
his friends got plenty of rivet bucking
and shooting experience!
The engine was a pleasant surprise -
with only 740 or so hours on it since
new, the engine and airframe had been
together since the beginning, and the
Continental A-65-S powerplant re-
quired few new parts during its major
18 AUGUST 1992
overhaul. Being a -S series engine
meant that there was no electrical gen-
erator originally installed, but since
Richard wanted an airplane he could
travel VFR anyplace he wanted to, he
added the attractive and functional al-
ternator unit available from Basic Air-
craft Products of Evans, GA. Richard's
is the first to be approved under an STC
for the installation on a Luscombe SA.
When it was first installed, the wind dri-
ven alternator was charging at S amps,
and then settled down to a steady 1.5-
1.6 amps, with all of the electrical equip-
ment on the airplane turned on. A bat-
tery box, relay, digital ammeter
Ivoltmeter and full circuit breaker panel
was also added to distribute the current.
He reports that the unit is vibration free
(an old bugaboo of the older wind-dri-
ven generators of 50 years ago), and was
well made. For an added bonus, he was
happy that it does not appear to cost
anything in the speed department. The
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While not from his aircraft, Richard
showed us this example of a spar that
exhibits the type of corrosion damage
some Luscombe owners are finding dur-
ing restorations and inspections.
airplane has an Apollo 612C loran, Ben-
dix-King KY 76A transponder with
Mode C encoder, and a Bendix-King
KY 97A communications radio. As far
as lighting goes, it has navigation lights,
as well as interior floods to illuminate
the cabin. With almost 40 hours on the
airplane, Richard reports no problems
with the electrical installation.
A pair of venturis supply the vacuum
to power a turn and bank directional
gyro. The rest of the instruments are
geared towards VFR flying, including a
Hamilton vertical card compass . To
help clean up what was a ragged looking
hole on the panel, he made the wooden
overlay and installed the radios, the lo-
ran on the left side of the panel and the
transponder and com radio on the right.
The wheel pants have been on the
airplane since the 1960's, and are fiber-
glass. A cleanup and refinishing was all
that was necessary to put them back in
service. As each part were removed
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These two views show the wind-driven alternator produced by Basic Aircraft Products, Evans, GA. The FAAIPMA'd unit was
painted by Richard Hoyle to match the rest of the aircraft, and he also made the neat fairing between the fuselage and the turbine
shroud. The unit is self-contained, with the charging circuitry built into the bracket, as you can see in the photo on the right.
and replaced throughout the restora- painted, Richard was recuperating from taking. He started flying in 1977, buying
tion, every piece of AN hardware was surgery, so he asked Ray Lett of Cus- a Cessna 172 as his first aircraft. He
replaced with a new piece. tom Aircraft in Sylacauga, AL to do the progressed to a Cub, and learned to fly
When you get around to the nose of final paint. Richard laid out a color tailwheel airplanes, and started looking
the custom airplane, you will find a scheme that was reminiscent of the orig- for a project, a search that would bring
spinner that is not your regular piece of inal design put on the airplanes, but him to the Luscombe. He flew the
Luscombe hardware. Richard felt the with a few personal custom twists. The newly restored Luscombe on January 1,
airplane looked a bit too blunt at the result is a scheme that looks very ap- 1991, and has put on over 35 hours on it
nose, and so he embarked on a search pealing, and Richard is quite pleased since its restoration. He says it is a very
for a spinner that would blend nicely with the way his "Luscious Luscombe" well mannered airplane, and is very
with the lines of the cowling. A spinner looks. pleased with its handling.
from Wag-Aero was decided upon, and When he set out to restore his Lus- By all indications, and judging by
it was installed after being brightly pol- combe, Richard Hoyle set out to make a the smile on his face when he says "No,
ished. personal airplane that he would enjoy it's not for sale." I'd say he attained his
FinaHy, after all of the prep work was cruising in. He had owned a few air- goal of producing a comfortable per-
done and the plane was ready to be planes prior to diving into this under- sonal flying machine. ...
VINTAGE AIRPLANE 19
Robert Ring's Cessna 140
Quietly sitting on a seaplane hoist is this
very pretty 1946 Cessna 140, N72475 ,
SIN 9643, mounted on a set of Edo 1650
floats, all painted in a matching trim
scheme of white with red and tan accent.
The 140's original C85 Continental has
been replaced with a Lycoming 0-290-
02 of 135 hp for quicker performance off
the water. Purchased by Robert Hing
(EAA 2540) of Manassas, VA, for the
express purpose of retracing Alexander
Mackenzie's epic 1792-1793 canoe trip
from the Atlantic to the Pacific, the
Cessna started the long trip in good fash-
ion by up-ending at East Haddam, CT!
However, Robert Hing pressed on, navi-
gating by maps and terrain, eventually
reaching the Pacific Ocean. His trip en-
tailed over 5,000 miles and 57.8 hours of
flying time. Robert has written a book
about his adventures named "Tracking
Mackenzie to the Sea, Coast to Coast in
Eighteen Splashdowns", which will be
available at the '92 EAA Convention.
The Cessna 140 was sold to Hans Mu-
Bob LaPointe's Piper PA-12
With the best of all worlds at his fin-
gertips, Bob LaPointe of Iron Moun-
20 AUGUST 1992
nich of Orcas, W A, following the long
trip and Hans reports he has put over
200 hours on the Cessna since acquiring
the aircraft and floats . He did change
the propeller from a 74 X 50 to an 80 X
tain, MI takes pride in this very nice
Piper PA-12 Super Cruiser, N3009M,
SIN 12-1708, which he has owned since
1970. Bob converted the PA-12 for sea-
plane use with a 150 hp Lycoming, bal-
40 seaplane prop which really makes the
pretty little two-placer get up and go.
The Lycoming is full electric, so a turn of
the key is all that is necessary to start the
seaplane.
anced PA-18 ele-
vators, stainless
control cables
and a set of Edo
89-2000 floats.
He also installed
oversize rudders
on the floats. Us-
ing a McCauley
80 X 41 seaplane
prop, the PA-12
performs very
well according to
Bob. The float-
plane is kept in a
hangar next to his
home, being
transported to
the water on a
small hydraulic
dolly pulled (or
pushed) by a
tractor. When
not being used,
the PA-12 is
safely tucked
away in the hangar where the sun and
hail can't reach it. The instrument panel
includes an Alpha 200 radio for commu-
nication and a Loran 612D for pinpoint
navigation. Happiness is . ...... .
Bill Knanz' Luscombe SA
These photos of Luscombe 8A, N65353,
SIN 2723, mounted on a set of mint Edo
60-1320 floats, were sent in by William
(Bill) Knauz of Lake Forest, IL. Bill pur-
chased the Luscombe from the estate of a
longtime friend, who had owned the air-
plane since the early 1960's. The friend
had a factory new Continental C90-8 en-
gine installed along with dual wing tanks
(no fuselage tank) and 8E deck windows.
During the 1980's, the Luscombe was in
storage and the original " N" number of
N71296 was lost. The fabric covered wings
were redone in the 1970's with Razorback
and the overall paint scheme of orange
and white trim was applied. The Lus-
combe is a straight seaplane with no land-
ing gear - at least no one seems to know
where the gear went! Several new instru-
ments and a nicely done instrument panel
contribute to a pleasant interior in the air-
plane. The total time on the C90-8 engine
is approximately 500 hours.
Peter Annis' Cessna T-50
Nestled close to the dock is this working
antique, a Cessna T-50, N45P, SIN 6294,
mounted on a set of Edo Y d-6470 floats
and flown by North River Aviation of
Halifax, MA; the aviation firm of long-
time EAA member Peter Annis (EAA
7477, A/C 2997) of the same address.
Built during W II as a twin engine trainer,
the T-50 (often called the Bamboo
Bomber) was a natural for float conver-
sion with its steel tube fuselage and wood
wings. This particular T-50 has been up-
graded from 245 Jacobs engines to 300 hp
Lycoming R-680 engines and three-
bladed, controllable props. In addition, a
one-piece windshield and a large outside
baggage door have been added. Although
somewhat rare on floats in the U. S., there
are a total of 101 Cessna T-50 and UC-78
aircraft remaining on the U. S. Register.
This photo was sent in by Dick Hill of
Harvard, IL, who received it from Chester
Lizak of New Bedford, MA. ...
VINTAGE AIRPLANE 21
6th AnnualNational
AeroncaAssociation
Convention
If you were an air traffic controller,
and you worked near Cincinnati, Ohio,
you may have been a bit puzzled by
some of the slow moving VFR traffic
north of the city, near Middletown.
While the speed of the targets was
faster than a flock of migratory
waterfowl, the objects all seemed to be
heading for one spot - Hook Field, the
scene of the 6th Annual Aeronca
Convention, hosted by the National
Aeronca Association. Held every other
year during the second weekend in
June, the gathering of Aeroncas takes
place on the airport where most of the
planes were built in the Aeronca
factory adjacent to the field.
On Friday, pilots and Aeronca
aficionados were treated to a tour of
the Air Force museum in Dayton a
steak fry, and a banquet Saturday night,
as well as a field covered with 160 pre-
war and post-war training and personal
airplanes.
Aeronca, still in business after so
many years, is currently in the parts
subcontractor business, and is a pioneer
in the fabrication of brazed metal
structural parts. One of the interesting
surprises of the plant tour was learning
what company made the outer structure
for the Apollo spacecraft - it was
Aeronca!
At the banquet Saturday evening, a
number of awards were given, including
the David and Phyllis Powell Memorial
Award which was presented to Bill
Pancake of Keyser, WV for his work
conducting Aeronca forums and giving
technical help to any Aeronca owners
who asked for his assistance. Pilots and
aircraft were also given awards, and
many of them are pictured on these
pages. Those not pictured include:
Best In Class - Military Aeronca -
1947 L-16A, NC6286C , Lloyd
Thompson, Jasper, GA
Best In Class - Pre-War Aeronca
Tandem - 1940 65-TC Tandem Trainer,
NC27384, Michelle Bailey, Gurley, AL
Best In Class - Pre-War Aeronca
Side-by-Side - 1937 Aeronca K,
NC18896, Dudley Kelly, Versailles, KY
22 AUGUST 1992
by H.G. Frautschy
Best In Class - Post-War Custom
Aeronca - 1946 7AC Champion,
NC83933, James Sobralske, Graham,
NC (Featured in the April '92 issue of
VINTAGE AIRPLANE.)
Other award winners and a few
selected aircraft and people are
featured on the following pages.
Grand Champion Classic - 1948 15AC
Sedan, NC1048H, Paul and Pam
Workman, Zanesville, OH
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Retired Aeronca employee Bob
Hollenbaugh volunteered his time to
guide Aeronca aviators to the parking
area.
Best In Class - Post-War Aeronca Chief -
1947 11CC Super Chief, NC4128E,
Densel Williams, Jackson, MI
Best In Class - Post-War Aeronca
Champion - 1946 7AC Champion,
NC84690, Hubert Lowenhardt,
Stonington, CT
Best In Class - Pre-War Custom Aeronca
- 1941 65-CA Chief, NC36654, Larry Fox,
Clyde, NY
VINTAGE AIRPLANE 23
Where does an 800 pound gorilla fly? Best In Class - Post War Aeronca Sedan
Anywhere he wants to! (Captain Don - 1950 15AC Sedan, N6665K, Ben
Champagne's flying companion in his Workman, Zanesville, OH
7AC Champ.)
Peoples Choice Award - 1946 Aeronca 7AC Champ, NC83710, Bob Ellis, Dana, IN
24 AUGUST 1992
Fun Awards were:
Greatest di stance flown to the
Convention in an Aeronca - Bob
Pasley, Springtown, TX in his 7AC
Champ.
Most recently licensed female pilot
flying an Aeronca to Middletown -
Donna Loretto, L'Original, Ontario,
Canada.
Longest licensed female pilot flying
an Aeronca to Middletown - Betty
Debaun, Terre Haute, IN.
Youngest pilot flying an Aeronca to
Middletown - Doug Smith, Thawville,
IL
Oldest pilot flying an Aeronca to
Middletown - Lou Parker, Southgate,
MI.
Type Club fly-ins are a lot of fun,
and present a wonderful opportunity to
learn a lot about a particular model. If
your favorite airplane has a type club,
get involved, and attend their fly-in. It's
amazing what knowledge other owners
will ent husiastically impart , given the
chance. Bill Pancake's Aeronca forum
was well attended, and a number of
technical issues were covered, including
spar replacement, covering methods,
window replacement, and structural
repairs. Hats off the Jim and Betty
Thompson of the N AA for their efforts
in organizing the convention, and to the
many volunteers, without whose help
there simply would be no way the
Aeronca Convention would happen.
If you like Aeroncas, this is the place
to be - mark your calendar for the year
after next. You're bound to see
something that triggers a few
memories. ...
An information exchange column with input from our readers.
bv BuckHilbert
(EM 21, Ale 5)
P.O. Box424
Union, IL60180
Dear Buck,
You had a reference to Marvel Mys-
tery Oil in your column in the February
issue. My experience with it may inter-
est you. We had three 2-ton Chevy
trucks the 292 c.I., 6 cylinder engines
hauling cream and butter products in
the late '60s and early '70s. The engines
would last approximately 30-50,000
miles before having to be overhauled
because of excessive oil use. On disas-
sembly, we would find that the top 2
inches of cylinder bore would be worn
excessively and the rings would fail.
The rest of the engine would be within
limits. The trucks were used hard and
to the limit on weight, etc., but this still
did not, in my opinion, warrant such a
low mileage potential before overhaul.
A conversation with the service man-
ager at a local garage said that it looked
like it was way too dry at the top part of
the engine. So, we added one of the
Marvel Mystery Inverse Oilers to one of
the trucks at about 18,000 mi les. That
unit was still running good at 112,000
miles when it was traded - over twice
the mileage. After that, we added Mar-
vel Mystery oil to ou r 500 gallon gas
tank and have been using it ever since.
We did find that using more than rec-
ommended will cause a build up on the
spark plugs. I hope this may be of help
to someone.
Rowland Olm,
AlC 9202
Manitowoc, WI
Dear Buck,
As a long time member of EAA I look
forward to and enjoy reading your most
appreciated advice. I must say you are a
God-send to we members, with your vast
wealth of advice in VINTAGE AIR-
PLANE magazine.
Now, I myself need some information -
in the February 1992 issue of VINTAGE
AIRPLANE magazine, you mentioned
about using, among the other ingredients
besides gasoline, a small amount of syn-
thetic 50 to 1 outboard engine motor oil.
I cannot finds any of this synthetic 50
to 1 outboard engine motor oil down here,
and I have tried in a radius of 40 miles
from here.
Can you please send me the address of
the company that you get yours from, I
only want to try one or two cans at first in
my 10 gallons of gas as you mentioned. I
have a Continental A-40-4 engi ne, as well
as a HAPI-1835CE engine that I want to
try it in too.
Respectfull y yours,
Burly R. Page
AIC 6684
Durham, NC
Burly,
Thanks for the very complimentary let-
ter. Sounds like you are very active with
the older airplane engines.
The oil is the same as any good 2-cycle
chain saw, "weed-wacker", outboard ma-
rine engine, or even a 2 cycle-lawn mower
oil. You can get it at any of the places that
sell garden and tractor supplies, or many of
the National discount chains.
I use a mix of 50/50 Marvel Mystery Oil
and the 2-cycle oil. Add 7 ounces of the oil
mix to 10 gallons of gasoline. (No more
than that!) The 2-cycle oil will stay on the
valves and guides and won't burn off like
regular oil.
This oil is usually dyed green or blue so
you can see it has been added to the fuel.
IT will turn the fuel a darker color.
Over to you,
Buck.
I've had a few requests from some of
our members requesting information for
modifications or STC's. If any of our mem-
bers can help them with these problems,
please drop both of us a line so we can get
them some help, and I will pass it along to
others who may be interested.
From Ralph Driscoll (A/C 668),1115
Blairs Ferry Rd., Marion, IA 52302 came
the request for information on an engine
change for an airplane that has always held
a soft spot in Ralph's heart - the Aeronca
Sedan. Ralph would like to install an 0-
300-D engine in the Sedan he recently pur-
chased, and would be interested in hearing
from anyone who can supply a copy of a
form 337 to document the change.
Bill Loweth, of 65 Little Bull In., Mystic,
CT is interested in a few items for a Piper
PA-12-150. First , he would like to hear
from anybody who can help with a 337 for
a shoulder harness or 5-point belt installa-
tion for the pilot. He would prefer a form
337 field approval. Second, Bill would like
to install a 10-12" diameter tube, 7 ft. long,
from the bulkhead above the battery, to a
poi nt just forward of the stabilizer bell-
crank. Again, Bill is interested in a form
337 that has been approved by the FAA.
If you can help either of these fellows,
drop them a line at the addresses shown,
and send me a copy, so I can pass the infor-
mation along to everyone else via this col-
umn.
Over to you,
Buck
VINTAGE AIRPLANE 25
MYSTERYPLANE
Here's an unusual design that will chal-
lenge the experts. The photo was sent in
by Pete Bowers of Seattle, W A, who says
it's a mystery to him. Answers will be
published in the November issue of VIN-
TAGEAIRPLANE. Deadline for that
issue is September 20, 1992.
The airplane shown in the May, 1992
issue was submitted by Earl Stahl of York-
town, V A who writes:
"It is the Morrow I-L 'Victory' trainer,
completed around November, 1941 at San
Bernardino, CA. It was
all-wood construction,
many of the exterior sur-
faces being plastic cov-
ered plywood formed in
molds. Only the landing
gear, engine mount and
small fittings were metal.
The landing gear was hy-
draulically retractable.
Some specifications:
Wingspan - 30 ft. 4 in.,
overall length 25 ft. 4 in.,
height 7 ft. 9 in., empty
weight 1655 Ibs. A maxi-
mum speed of 165 mph
was claimed, cruising
speed 145 mph and land-
ing speed 55 mph. A hor-
izontally-opposed Ly -
coming engine of 175 hp
was installed.
"Full scale production
was targeted for both
military and civilian mar-
kets. I have no informa-
tion about the fate of the
prototype. I acquired
photos, drawings, etc.
from the company as
tests commenced in an-
26 AUGUST 1992
byGeorgeHardie
ticipation that it would be a good subject
for a flying scale model. Trooping off to
war interrupted the plan." Earl later
wrote that when he left to go off to war,
he passed the drawings and other informa-
tion on to another modeler in his neigh-
borhood, so he never did get a chance to
draw up the model. He no longer has any
of the material, except for the photos we
have published.
Wayne Eleazer of Alexandria, VA
adds this:
"Howard B. 'Spud' Morrow was the
prosperous owner of a candy business in
the early 1940's. He became interested in
aircraft and started the Morrow Aircraft
Corporation in San Bernardino in Febru-
ary, 1941 at the site of what is now Norton
AFB. The first Morrow 'design' was the
"Victory' trainer.
"The most interesting thing about the
'Victory' is the close relationship to an-
other, somewhat less obscure airplane de-
signed at the same time by the same man,
Edgar Schmued. the kinship between the
two designs can be seen in the shape of
the tail surfaces and squared -off wings, as
well as the overall lines of the fuselage.
The Morrow's cousin went on to fame and
glory as the immortal P-51 Mustang. The
story is told in Ray Wagner's fine biogra-
phy of Edgar Schmued titled 'Mustang
Designer'. "
Other answers were received from
Charley Hayes, Park Forest, IL; Tom Fey,
Arlington Heights, IL; Leon Perry, At-
lanta, GA; Jack O'Callaghan, Wilmette,
IL; Emil Cassanello, Huntington Station,
NY; Wayne Van Valkenburgh, Jasper,
GA. 1r
The following list of coming. events is fur-
nished to our readers as a matter of information
only and does not constitute approval, sponsor-
ship, involvement, control or direction of any
such event. If you would like to have your avia-
tion event (fly-in, seminars, fly market, etc.)
listed, please send the information to EAA, Att:
Golda Cox, P.O. Box 3086, Oshkosh, WI 53093-
3086. Information should be received four
months prior to the event date.
August 10-14 - Fond Du Lac, WI
- 23rd Annual International Aerobatic
Club Championships. Five categories
of competition - Basic through Un-
limited. Fond du Lac Cup, Sunday
August 9th. Contact Louis J. Drew,
Contest Director, 414/921-6000.
August 16 - Brookfield, WI -
EAA Antique/Classic Chapter 11
"Old-fashioned Ice Cream Social".
Noon until 5 pm. . Vintage and
amateur-built aircraft on display, as
well as a display of radio-controlled
model planes. Contact: George
Meade, A/C Chapter 11 Pres.,
414/962-2428.
August 22-23 - Bloomington, IL
- Eighth Annual Air Show sponsored
by the Prairie Aviation Museum.
Contact: P.O. Box 856, Bloomington,
II 61702 or phone 309-663-7632.
August 28-30 - Sussex, NJ - 20th
Anniversary Sussex Airshow '92.
Gates open at 8am, show at 1:30pm.
Call 201{702-9719 for more informa-
tion.
August 30 - Tomah, WI - EAA
Chapter 935 4th Annual Fly-In Break-
fast at Boyer Field. Static Displays,
Flea Market . 7am until? Call
608/372-3125 for more information.
September 5 Marion, IN - 2nd
Annual Fly-In/Cruise-In Breakfast.
Call 317/674-7777 for information.
September 5-6 Prosser, WA - 9th
Annual EAA 391 Fly-In. Call
Thompson Aircraft, 1-509-786-1034
for more info.
September 5-7 Lake
Guntersville, AL - Aerodrome '92.
Worlds largest WW I Aviation Fly-In
Convention. Contact: Ryder interna-
tional Corp., 205/586-1580.
September 12-13 Brookhaven,
NY - 29th Annual Fly-In at Brook-
haven Calabro airport. No entry fee,
trophies awarded. (Rain date Sept. 19-
20) Call 516/921-5447 for more in-
formation.
September 12 -13 Marion, OH -
Mid-Eastern Regional Fly-In
(MERFI). Call 513/849-9455 (h) or
255-8047 (w) for more information.
September 18-20, Jacksonville,
IL - 8th Annual Stinson Reunion. Fly-
outs, Contests, Camping on field, Ban-
quet with guest speaker Phil Richardson
(winner ofthe World Vintage Air Rally)
on Sat. night (reservations required).
Contact: Loran F. Nordgren, 815/469-
9100 or write 4 W. Nebraska, Frankfort,
IL60423.
September 19-20 - Rock Falls, IL
- 6th Annual North Central EAA
"Old-Fashioned" Fly-In. Workshops,
forums, exhibits, swap meet, and
awards. Pancake breakfast on Sun-
day. Contact Gregg Erikson, 708/513-
0642 or Dave Christianson,
815/625-6556.
September 24-26, Bartlesville,
OK - 35th Annual Tulsa Regional
Fly-In. Contact: Charles W. Harris,
918{742-7311 or write P.O. Box
904038, Tulsa, OK 74105.
September 25-26, Porterville, CA
- Western Waco Association 4th An-
nual Reunion. Largest gathering of
Waco aircraft west of the Mississippi.
Contact: WWA at 209{962-6121 or
write WW A, P.O. Box 706, Groveland,
CA 95321.
September 26-27 Wilmington,
DE - EAA East Coast Fall Festival of
Flight. "Milestones in Aviation".
301/942-3309 for information.
October 2-4 Prescott, AZ - EAA
Copperstate Fly-In. Need informa-
tion? Call 602{750-5480 (w), or 298-
3522 (h).
October 4 Tunkhannock, PA -
Fly-In breakfast at Skyhaven air-
port. For more information, con-
tact Skyhaven Airport at
717/836-4800.
October 9 -11 Moriarty, NM - 1st
Annual EAA Fly-In. Workshops,
Forums, Fly-market. Friday evening
activities, Sat. evening awards ban-
quet. Camping on field, motels. Call
505/264-0331 for brochure.
October 10 San Martin, CA -
California Antique Aircraft Museum
open house. 12 - 4pm 12777 Murphy
A v, across from South County airport.
408/683-2290 for information.
October 10 Atlanta, GA - 1st An-
nual Biplane Fall Classic at Stone
Mountain airport. Biplanes will be
judged in a variety of catagories.
Call 404/413-7112 for more infor-
mation.
October 10-11 Houma, LA - Le-
Bayou Regional Fly-In and State Con-
vention. Sponsored by EAA Chapters
261 and 513. 504/851-1516 for infor-
mation.
October 16-18 Kerrville, TX -
Southwest EAA Regional Fly-In. Call
915/658-4194.
October 16-18, Hampton, GA -
Wings and Wheels Motor Fair Fly-In
and Airshow, Auto show and flea
market. Henry County Airport (Bear
Creek) Sponsored by Atlanta Motor
Speedway, 404/946-3910.
October 17 - Hampton, NH -
Pumpkin Patch Fly-In breakfast,
sponsored by AlC Chapter 15. For
airfield information, call 603/964-
6749.
October 24-25, Hickory, NC - 7th
Annual EAA Chapter 731 Fly-In.
Held in conjunction with the Cataw-
ba County Sesquicentennial Com-
mittee Airshow. Banquet Sat. night,
static displays and awards for all
classes of aircraft. Contact: Doug
Teague, 704{754-3598 (days) or
evenings, Norman Rainwater ,
704/328-5807.
VINTAGE AIRPLANE 27
WELCOME NEWMEMBERS
Peter Ackermann
Oldenburg, West Germany
Willard M Ahern Jr. Amelia, V A
John Albright Grundy Center, IA
Donald L. Anderson Bellevue, W A
Keith G. Anderson Naples, FL
Veth Andre New Zealand
Albert Aristhotheng
Surabaya, Indonesia
Bruce W. Banks APO, AE
Gordon J. Barnard
Atwood, Ont. Canada
Beamer H. Barnes Lexington, NC
K. Jerrie Barnett Olivehurst, CA
Edwin G. Bennett Sheffield,IL
Oliver Benton Signal Mt, TN
Joyce Berger Grass Valley, CA
Roy L. Berrier Lexington, NC
William Jon Bishop Dallas, TX
Ernest P. Blackburn Stoughton, WI
Benjamin Blaszak Warren, MI
Gilles Boily Quebec City, Ont., Canada
John Bryan Negley,OH
Albert A. Burk Jr. Sykesville, MD
Raymond W. Busteed Fulton, NY
Fred J. Callaghan Berwyn, P A
Daniel J. Campau Livonia, MI
David G. Carlson Dallas, TX
Jeffery Case Seahurst, W A
John O. Cason Cedarville, MI
Robert A. Chenevey
North Plainfield, NJ
Alton Cianchette Newport, ME
Stanley Clayton Travis, CA
Charles E. Cole Madison Heights, V A
Gary B. Collins Cincinnati, OH
David A. Davis Lavergne, TN
Russell Devoe Omaha, NE
Roger G. Disrud Olathe, KS
Steven Glenn Dockery Alexandria, V A
Frederick A. Domimski Burr Ridge, IL
Laurence Dorau New Richmond, WI
Thomas P. Dorgan Rockford, IL
Robert T. Douglass Villanova, PA
Ronald C. Erickson Cambridge, MN
Ronald C. Fabretti Honeoye Falls, NY
Richard A. Fano N Canton, OH
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Hilton Beach, Ont., Canada
Mark W. Fish Big Pine Key, FL
Donald K. Fitzgerald Fayetteville, AR
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Robert L. Franklin Waco, TX
Chris H. Funk Madison, SD
George C. Funk Long Lake, MN
Lou R. Furlong Jr. Marietta, GA
Robert F. Goodman Sandusky,OH
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France.s Cole Hansen Glenview,IL
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Daniel T. Knutson Lodi, WI
Richard G. Krause Shelter Island, NY
Jeffrey G. Krieg Ellicott City, MD
Dr. Dave Krueger Lansing, IL
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Henry W. Leslie Ft Worth, TX
Hal K. Litchford Orlando, FL
Douglas R. Loberg Minden, NV
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George H. Marsh Weirton, WV
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Daniel L. Petersen Ellisville, MO
E Robert Petersen Loveland, CO
Steve J. Plourde Harvard, IL
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John H. Plumb Topeka, KS
George Poggi Tenafly, NJ
John L. Posten Villisca, IA
Christopher R. Price Sonoma, CA
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K. S.Raman
Sadashivanagar, Bangalore, India
Mark Rebholz Chandler, AZ
Richard S. Robarge
Independence,MO
James R. Robyn Kalamazoo, MI
David Roscoe Grifton, NC
Richard Rozanski Beacon Falls, CT
Howard F. Rundell Jr Northville, MI
James B. Sachs Rochester, NY
Jerome J. Sajdowitz Waukesha, WI
Doug Sampson Newbury, NH
Robert E. Sanders Valparaiso, IN
Kenneth Sax Bayside, WI
John W. Schroeder Milwaukee, WI
Donald L. Scott Williamsburg, OH
Alfred L. Senape Sugarloaf, PA
David A. Sills New Hudson, MI
James S. Skinner Quinlan, TX
Earl Smith Leachville, AR
Timothy Smith Canada
Ronald E. Spooner Countryside, IL
Drew Stephens Piedmont, OK
Wilson z. Strong Longview, TX
Paul R. Swanson Princeton, IL
David B. Taylor Arlington, TX
William Testroet Lockport, LA
Continued on Page 29
28 AUGUST 1992
NEWMEMBERS(ContinuedfromPage28)
KennethThede Wayland,MI
DavidM.Thompson Bricktown,NJ
ConradA.Trottier Wiscasset,ME
GeraldE.Trumbold Eureka,IL
GerryL.Twombly Danbury,CT
WilliamR. Tyler Plantation,FL
ChrisUpton Littleton,CO
RobertE. Urbas Cecil,PA
GeorgeE. Vallis
Coppercliff,Ont.,Canada
LuscombeSedan-
Unusual Landings
(Continuedfrom page 5)
eight feet off the runway. In this at-
titude,fullystalled,it requiredimmedi-
atefullpowerandfullruddertorecover.
Afterthreesuchattempts,Iquit before
losing the airpl ane. Following those
gyrations,Igavetheairplaneadetailed
inspection. The aft landing gear
bulkhead was found with an old crack
running through the left landing gear
trunnionfitting.
At this time, an actual loaded C.G.
andgrossweightevaluationwasmade.
Withonlymyselfaspilot,weighing230
Ibs.,not170Ibs.,maximumfuel,andno
other person or baggage aboard, the
aircraftgrossweightwas1937Ibs.,with
ae.G.of78.0. Theloadedweighte.G.
envelopeshowsa forward limit at that
weight as 79.7. Therefore, as I had
flown it, the airplane was l.7 inches
forward ofthelimit!
Withanother 170lb. pilotaboardthe
grossweightwouldbe21071bs.andthe
e.G. at 78.6, or 3. 1 inches forward of
thelimit.
Even with one 170 lb. aft passenger
added it was 1.7 inchesforward ofthe
limit. Thisistheproblem
Many of us fail to use the loaded
weight e.G. envelope and many ofus
will notacceptthefact thatweareover
the 170lb. FAAstandardweight. Even
with two standard 170 lb. pilots, this
ai rcraft would be2.5 inchesforward of
thelimits.
Tocorrect this e.G. problem, the 14
lb. battery located in the engine com-
partmentatstation42wasremovedand
alarger26lb.batteryinstalledintheaft
fuselageatstation 185.5.
Twomonthswerespenttryingtofind
spare landing gear bulkheads, without
success. AsIhadexperienceasasheet
metaltoolingengineeringfor Sikorsky,
Ifmally madethetoolingandtheparts.
Astheairplanewasreally tomdown
for this repair, a complete restoration
was also accomplished. The fuselage,
MurrellE.Wald
TomWatson
SamuelD.Weaver
TomWeaver
RonaldE.Werchan
CharlesH.Wilbur
RussWilliams
CliffWolff
PhillipE.Zeidner
DonJ.Zordan
Arab,AL
Bakersfield,CA
Forest,OH
Fairbanks,AK
Humble,TX
Alexandria,VA
Danville,IA
Anchorage,AK
Ketchikan,AK
Lombard,IL
wingsandtailsurfaceswerethoroughly
etched and primed inside and out and
theairplanepainted.
Thispaint,alongwiththeadditionof
full IFR instruments and other equip-
ment, increased the weight to a new
emptyweightof1583 lbs., witha e.G.
of82.0.
Withthisnewweightande.G.,a230
lb. pilot and full fuel, the same as the
airplane was originally flown, wound
upwithagrossweightof2072lbs.,and
a e.G. located at 82.5 inches. This
resulted in the e.G. being l.25 inches
aft ofthe forward limit, instead of l.7
inches forward of those limits. This
waswellwithintheloadedweighte.G.
limits as shown on the Aircraft
Specificationsheet.
Flight tests were made at Torrance
Airport, and, as planned, I climbed to
altitude after takeoff and performed
stalls. Theaircraft performed perfectly
with clean, well pre-indicated stalls
withnormal recoveries.
Onthefirstlandingthetailwheelwas
rolling before complete touchdown of
themains. Inall thesubsequentopera-
tions over the following six years, the
airplaneflew likea lady.
Subsequently, I rebuilt anotherSedan
because of the same landing gear
bulkheaddamage. Wealsomodifieditto
bring the C.G. within the loaded weight
e.G.envelope,withidenticalresults.
My recommendations to Luscombe
Sedan owners with the "Three Wheel
Syndrome"isto:
l.Weightheaircraft.
2. Make out a weight and balance
report.
3. Using the "C.G. range" chart
shown on the first page of Aircraft
SpecificationA-804,evaluatetheC.G.
as you fly itand makesure it is within
thelimits.
4.Ifit isnotwithinlimits,ballastthe
airplaneuntil itisandtestfly.
Following this, I'msure you'll have
thatwonderfulairplaneproperlyloaded
soshe'llfly liketheladysheis. ...
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PAGES INCLTAX.SHPG.
1992-93LImItedEdition_
Listsover18,000ownersof
pre-1946 aircraft by ad-
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IndexedbyNnumber,meke,
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MISCELLANEOUS:
CURTISS JN4-DMEMORABILIA- You can now own memorabilia
from the famous "Jenny", as seen on "TREASURES FROM THE
PAST". We have posters, postcards, videos, pins, airmail cachets,
etc.WealsohaveRIC documentationexclusivetothishistoricaircraft.
Sale ofthese items supportoperating expense to keepthis "Jenny"
flying fortheaviation public. Weappreciateyourhelp. Writeforyour
freepricelist. VirginiaAviation Co., RDv8, Box294, Warrenton,VA
22186. (cJ5/92)
Fly-About Adventures and the Ercoupe-Full color, 130 pages,
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SUPERCUBPA-18FUSELAGES- Newmanufacture,STC-PMA-
d, 4130 chrome-moly tubing throughout, also complete fuselage
repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E.Soares, Pres.),
7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX
406/388-0170. Repairstation No. QK5R148N.
VINTAGE AIRCRAFTANDENGINES-Out-of-printliterature: his-
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lished 1960)(c-10/92)
COVERINGSYSTEMS
INTERIORITEMS ~
i
-stlts -Randolph -CushionSets
. -Ceconlte -Air-Tech -Headliners -Seat
. Dopes.Fabrics,Tapes, -Carpeting Sl ings
Primers&Accessories -canopy&WindshieldCovers
- BaggageCompartments
FABRIC ENVELOPES
-stlts- Pl03andHD2X2
MAN- HARDWARE
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Callfor
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JlEROPLANE
ofour
1992 ~ S
catalog
Call1-800-831-2949To order
ACCESSORIES e ; ~ < DECALS,STENCILS
-Windshields -Rlters mCUB aPLACARDS
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-Wheel.Brakes&Axles -Adhesives -Nalls
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Parachutes - Toll Free 1-800-526-2822, New & Used
Parachutes. We take trade-ins, 5-year repair or replacement
warranty, many styles in stock. Parachute Associates, Inc., 69
Main Street, Suite A, Vincentown, NJ 08088, 609/859-3397.
(c/7/92)
C-26ChampionSparkPlugs- Newandrecondilioned.New- $14.75,
reconditioned- $5.75to$9.75. Newwireends,$4.75. EagleAir,2920
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GEE BEE R-2-Model plans extensively Updated (used for
Wolf/Benhamin's). PlansCatalog/News$3.00,refundable.VernCle-
ments, EM9397,308PaloAlto, Caldwell,ID83605.(9-3)
1930'sKollsman"Bubbleface"compass, haveseveral, N.O.S.,$225
each.Manyothervintageitems- 44-pagecatalog,$5.JonAldrich,
Airport Box706, Groveland,CA95321, 209/962-6121. (c-12/92)
PLANS:
GreatLakesTrainerGuru- HarveySwackwillhelpyoubuyorsell
a Great Lakes Trainerora Baby Lakes.The only source for COR-
RECTEDand UPDATEDORIGINALGreatLakesdrawings.Welded
parts available. Writeto P.O.Box 228,Needham,MA02192orcall
days617/444-5480. (c-10/92)
WANTED:
Wantedtotrade-Sailboat- restorable- 14footUghtning,fortrade
on pre-1960two-fourplaceairplanein fly-awaycondition. Givingup
sailingforflying.Contact:HughP.HarrisonII,10125N.ParkAvenue,
Indianapolis, IN 46280.
Wanted - Acopyof AviationServiceandMaintenancebyJames
G. Thompson, published by Aviation Press, L.A., California about
1935. Cover condition unimportant so long as section on biplane
rigging isintact. BobWhittier, BoxT, Duxbury, MA02331.
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Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesfordo-it-yourselfinstallation.
Customqualityateconomicalprices_
Cushionupholsterysets
Wallpanelsets
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Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
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';
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32AUGUST 1992
" AVEMCO's been really great about
insuring Illy RV-4. I appreciate
their no-hassle approach to
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You can insure your airplane with
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make your choi ce, think about what
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Dick Creswell
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VINTAGE AIRPLANE 33