Vintage Airplane - Feb 1998

February1998 Vol. 26,No.
2
CONTENTS
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG.Fraut schy
ManoglngEditor
GoldaCox
ArtDirector
MikeDrucks
ComputerGraphicSpecialists
NancyHanson OliviaL. Phillip
PierreKotze
ASSOCiate Editor
NormPetersen
StaffPhotographers
JimKaepnick LeeAnnAbrams
KenLichtenberg
Advertising/EditorialAssistant
IsabelleWiske
EAAANTIQUE/ CLASSICDIVISION, INC.
OFFICERS
President VICe-President
Espie' Butch'Joyce GecrgeDaubner
P.O.Box35584 2448LoughLone
Greensboro.NC27425 Hortiord.WI53Cf27
910/ 393.Q344 414/673-5885
Secretory Treasurer
SteveNesse HorTis
2009HighlandAve. 7215East46thSt.
AlbertLea.MN56007 Tuisa.OK 74145
507/ 373-1674 918/ 622-8400
DIRECTORS
JohnBerendt GeneMorris
7645EchoPointRd. 5936SteveCourt
CannonFalls.MN55009 Roanoke.TX 76262
507/ 263-2414 817/ 491-9110
PhilCoulson RobertC.' Bob' Brauer
28415SpringbrookDr. 9345S. Hoyne
Lawton.MI49065 Chicago.IL60620
616/ 624-6490 312/779-2105
JoeDickey
JohnS.Copeland
55OakeyAv.
1ADeaconStreet
Lawrenceburg.IN47025
Northborough,MA01532
812/537-9354
508/393-4775
DoleA. Gustafson
StonGomoiI
7724ShadyHill Dr.
104290thLone,NE
Indianapolis.IN46278
Minneapolis, MN55434
317/293-4430
612/784-1172
RobertUcktelg JeannieHili
1708BayOaksDr. P.O.Box328
AlbertLea,MN56007 Harvord,IL60033
507/373-2922 815/943-7205
DeanRIchardson RobertD.'Bob'Lumley
6701 ColonyDr. 1265South 124thst.
Madison.WI53717 Brookfield.WI 53005
608/833- 1291 414/782-2633
S.H.' Wes'Schmid GeoIfRobison
2359LefeberAvenue 1521 E.MacGregorDr.
Wauwatosa,WI53213 NewHaven.IN46774
414/771-1545 219/493-4724
GeorgeYork
181 SlobodaAv.
Mansfield.OH 44906
419/529-4378
DIRECTORS EMERITUS
GeneChose E.E.' Buck Hilbert
2159CarltonRd. P.O.Box424
Oshkosh.WI 54904 Union, lL60180
920/231-5002 815/923-4591
ADVISORS
SieveKrog RogerGomoll
1002HeatherIn. 321-1/2S. Broadway
Hartiord.WI53Cf27 Apt.3
414/966-7627 Rochester.MN55904
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DovtdBennett
403TannerCt.
Roseville.CA95678
916-782-7025
1 Straight&LevellEspie"Butch"Joyce
2 AlC News
3 Aeromail
4 3OnATrimotorlPenn Storr
6 ThePrideOfTatums/DavidWelch
7 DanishCubs/J0rgenHelme
10 BaldEagleAviationlJohn Gaertner
12 TypeClubNoteslNorm Peterson
13 StinsonHW-7SIH.G. Frautschy
18 TaylorcraftBC-12DINorm Peterson
21 WWINightFlyingIWalt Kessler
23 PassItToBuck/Buck Hilbert
24 WhatOurMembersAre
Restoring/NormPetersen
26 MysteryPlanelH.G. Frautschy
29 WelcomeNewMembers
30 MembershipInformation/
Calendar
Page26
FRONT COVER...TheStinson HW-75 wastheearlyversionoftheStinson 105Voy-
ager.Thisstunningeamplewasrestoredovera lOyearperiodbyTim Talen ofthe
" Ragwood RefactoryinSpringfield.OR. Tim andhis familyweretickledtobe
awardedtheAntiqueBronzeAgeChampiontrophyduringEAAOSHKOSH '97 for
theirthree-placeStinson. EAAphotobyKenUchtenberg.shotwitha CanonEOS- 1 n
equippedwithan80-200mmlens. 1/250sec. @ f9on100ASAslidefilm. EAAWag
AeroSpartTrainerphotoplaneflownbyEAAvolunteerpilotEdLachendro.
BACKCOVER....ASunnyDay is thetitleofartistLeeBudahl'soilandacrylicpaint -
ingthatgarneredanHonorableMentionribboninthe1997SpartAviationArtCom-
petition.Fromanunusualperspectiveweseethetopwingofa FokkerTriplanebe-
fore slashesdownwardtoruinthedayoftheunsuspectingpilotofa BritishSE-5A.
Formoreinformationonthis artwork.pleaseseeA/CNewsonpage2.
Copyright 1998bytheEAAAntique/ClassicDivision Inc.Allrightsreserved.
VINTAGEAIRPlANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division. Inc.of the Experimental
AircraftAssociation and is published monthlyat EMAviation Center,3000 Poberezny Rd. ,P.O. 80x3086,Oshkosh,Wosconsin54903-3086.
PeriodicalsPostagepaidatOshkosh,Wosconsin54901 andat mailingoffices.ThemembershiprateforEMAntique/Classic Division,
Inc.is$27.00forCUfTent EMmembersfor12monthperiodofwhich$18.00isforthepublicationofVINTAGEAIRPLANE. Membelshipisopen
toallwho areinterestedinaviation.
POSTMASTER:Send address changes to EM Antique/Classic Division, Inc.,P.O. 80x3086,Oshkosh,WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPlANEtoforeig1andAPOaddressesviast.riacemail.
ADVERTISING- Antique/Classic Division doesnotguaranteeorendorseany productoftered throughtheadvertising.WeioWeconstructive
criticismandWilIcome anyreportofinfeliormerchandiseobtainedthrough00'advertisingsothatconectivemeasurescanbetaken.
EDITORIAlPOlICY:Readersareencouraged to storiesand photographs. Policyopinionsexpressedinarticlesaresolelythoseofthe
authors. foraccuracyinreportingrestsentirely thecontributor.Norentmeralionismade.
Materialshouldbesentto: VINTAGEAIRPlANE,P.O.80x3086,Oshkosh,WI 54903-3086. Phone9201426-4800.
The words EAA, UlTRAUGHT,flYWITH lHEARST TEAM,SPORTAVIATION,FOR lHElOVE OF flYINGand the logos ofEAA, EAA
INTERNATIONAlCONVENTION,EAAANTIQUE/CLASSIC DIVISION,INTERNATIONAlAEROBATlCClUB,WARBIRDSOFAMERICAare
registeredtrademarks.lHEEAASKYSHOPPEandlogosoftheEAAAVlATIONFOUNDATIONandEAAUlTRAUGHTCONVENTION are
trademarksoftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictly
STRAIGHT&. LEVEL
by ESPIE "BUTCH" JOYCE
I
t's really funny the places that I end
up writing this Straight & Level
column for VINTAGE AIRPLANE. This
one is being written while sitting on a
737 that will be departing Louisville,
Kentucky at about 6:30 p.m. for Char-
lotte, North Carolina. Then a lift from
Charlotte to Greensboro will allow me
to be home by (if all goes well) 11 :30
p.m. That's not too bad considering I
got up this same day at 4:00 a.m. to
make my 6:30 departure for my day's
trip to Louisville, KY, where I had a
lunch plus a four hour meeting with a
company. This is but an hour and a half
trip in my Beech Baron each way, but
the forecast of freezing rain and the ab-
solute need to be at this meeting
required me to go by airline. Please do
not take this to mean I am upset with
the system of airline travel-after all,
it's an II hour drive each way! I am
grateful to be able to leave home in the
morning and return the same day. But it
certainly highlights the remarkable abil-
ity we have to control our own schedule
using our own aircraft. The weather
does limit its utility just a bit, even with
an instrument rating, but if the weather
forecast were not for freezing rain, I
could have cut my trip's time require-
ment by over half.
On this trip I carried a publication
that included a short article written by
EAA Founder and Chairman of the
Board, Paul Poberezny. In it, Paul spoke
about the inconveniences that we as pi-
lots and aircraft owners put up with in
order to own or fly aircraft. What Paul
said is true, but as a long-time aviation
buff I had come to be accustomed to the
inconveniences that I go through and
have expected these things as the norn1.
I've been in aviation a long time
and perhaps that's the secret. Many of
these restrictions have been put on us
one at a time, I have not really stood
back and looked at what we have to go
through to get my aircraft into the sys-
tem and fly it from here to there. Thank
goodness for those of you who can still
keep your aircraft on a private airport.
While sitting at the gate in Louisville,
I kept hearing different announce-
ments, most of them dealing with
weather related delays:
"Because of the weather at Chicago,
Illinois, we cannot depart this flight on
time; therefore we are trying to arrange
a different flight for those of you who
have a connection." Ninety-five percent
of those flying into Chicago were af-
fected . On a day like this, you ' ll
probably see the same sign I saw on
the ticket counter: "This flight is over-
booked; if you volunteer for a later
flight we will give you a round-trip
ticket (free of charge) to any point that
we fly to, in the next year." Thanks,
but no thanks; I just want to get home
to the couch and fire. Even the pros are
affected - a UPS captain was waiting
for the same flight as me . He was
worried that he might not get on the
flight because it was overbooked (he
did make it; I was pulling for him) .
Once he got to Charlotte he had to start
all over with his quest to get home. In
Chicago it is another madhouse of can-
celled flights and people trying to
make connections.
You can see that weather or many
of the same factors that affect us can
make aviation travel an inconvenience
to all who try to fly through this vast
ocean of air. It is not only limited to pi-
lots and aircraft owners, but being an
aircraft owner or a pilot has its own
unique disadvantages and highlights.
As I write this, it is the second day
after the 21 st of January, which is the
equinox, and we now start gaining
nearly an additional three minutes of
daylight each day. I can hardly wait for
the Sun 'n Fun Fly-in in April. Before
I talk to you about that event, I would
like to pass along some exciting news
about EAA AirVenture '98. One of the
major themes this year at Oshkosh is a
cooperative effort between EAA, the
EAA Antique/Classic Division and the
NBAA. We will be recognizing the role
that corporate aviation has played in
the history of aviation, by helping cre-
ate the display of Antique, Classic and
Contemporary aircraft that represent
the contributions they have played in
business aviation.
In our workshop tent, we also plan to
have several of the most talented metal
working individuals. Each day you can
see demonstrations of this skill, and the
proper use of metalworking tools. This
effort is being headed up by your A/C
Director Steve Nesse. We will have ad-
ditional information about this program
in future issues of VINTAGE AIRPLANE.
Should you have any questions about
this metal working shop, contact Steve
at 507/373-1674. EAA AirVenture '98
is shaping up to be one of the greatest
Conventions we will ever have!
The Antique/Classic 10nl campaign
is still going great; the report that I
received just last week showed us to be
on the positive side. Let's keep it
going, and continue to recruit new
members! Your continued support of
the Antique/Classic Division has made
this group one of the strongest groups
of the EAA. I again call on your sup-
port to ask new people to join up with
us so they too can enjoy all of the
Antique/ Classic benefits as well as
your great magazine.
This past January, we have had an-
other hand propping accident. I can
only say that you and I need to do what-
ever is necessary to prevent these
accidents from occurring in the future
We all need to look after each other and
prevent these reoccurring accidents.
Well, we have landed in Greens-
boro; we are late - it is now II :30
p.m. I guess I'll need to walk out to the
parking lot and beat the ice off of my
truck so I can go home. Let's all pull in
the same direction for the good of avi-
ation. Remember we are better
together! Join us and have it all! ...
VINTAGE AIRPLANE 1
A/CNEWS
compiled by H.G. Frautschy
ASUNNYDAY
Our back cover features another of the paint-
ings which won an award in the annual EAA Sport
Aviation Competition. Lee Budahl, the artist who
entered the painting wrote:
"I have been teaching art for 30 years, and have
been drawing for twice 30 years. Some of my earli-
est memories are ofdrawing pictures ofairplanes ...
'A Sunny Day' takes place in France, Spring
1918; the last year of World War I. A British SE-
5A flies over fields which have escaped
bombardment and which are beginning to turn
green. For a precious moment or two the pilot
looks out at the ground beneath him. He does not
see the German Fokker DR.! diving out of the sun
toward him. In seconds the Fokker's pilot will
rake the SE-5A with machine gun fire. The
Fokker' s wings are red- this may be the Baron's
plane. We watch this frozen moment of time from
somewhere outside both cockpits; far from the SE-
5A, and a little above the Fokker. From our
viewpoint the red wing makes a dramatic, diago-
nal plunge into this sunny day, reminding us that
the war is not yet over."
You can reach Lee at 300 NCountry Club Rd.,
Cullowhee, NC 28723.
AERONCA SPAR AD
EAA and the Antique/Classic Division
recently commented on an ill-advised proposed
Airworthiness Directive Docket No. 97-CE-79-AD.
Affecting American Champion Corporation 7, 8,
and 11 Series airplanes, it would require the own-
ers of Aeronca 7 AC through the 7EC and
Bellanca's 7ACA, or the IIAC and IIBC (as well
as Champion aircraft models built before the
acquisition of the line by Bellanca) to add multiple
inspection holes in the bottom of the wings of their
airplanes, and a larger plate in the top surface of
the wing near the spar/wing strut attact fitting. The
following is a synopsis of EAA comments to the
FAA regarding this proposed AD.
The stated purpose of this AD is to ensure the
detection of spar cracks that could result in an in-
flight wing failure. Therefore, for aircraft that have
never suffered wing damage, the inspection should
not be necessary. The result of the aircraft modifica-
tions proposed in the NPRM would result in a costly
change to the aircraft that would not prevent the type
of failures that have occurred and actually could
cause additional failures due to moisture damage.
The proposed AD does little to enhance an in-
spection. The proposed inspection plates leave just
barely enough room to insert a mirror, and not
enough to do any feeling for anomalies by touch.
(The supposition that spar damage could be felt by
fingers requires the damage be quite severe, i.e. a
spar fracture due to wing contact with the ground.)
These little curved holes are so small that it almost
requires a borescope to see over and under the spar
when looking through these holes. There are also
aerodynamic concerns to be considered with the
addition of 22 inspection holes in the bottom sur-
face of the wings.
The holes proposed for the top of the wing are
very well located for inducing wing rot. They are
2 FEBRUARY 1998
centered over the juncture of the plywood dou-
blers in the area of the wing strut attach point on
the spars. As currently constructed, the wing is a
closed structure with carefully controlled ventila-
tion. The addition of the rectangular panel on the
top of the wing, as proposed by this NPRM, will
result in moisture infiltration into the wing struc-
ture. When sitting outside, moisture, combined
with the sun's heat creates an ideal fungi incuba-
tor. Mold and rot thrive in such a warm, moist
atmosphere. The doublers will delaminate. Rot
will form unseen behind the doublers. The FAA is
proposing to swap the problem of a unsubstanti-
ated "cracked spar" problem with another real
problem. Why puncture the "umbrella" of the top
covering to let in water?
The inclusion of aircraft of the low powered
Aeronca 11 and 7 series and the Bellanca 7ACA
cannot be sustained by using the statistical data
presented in the NPRM. The AD's statistics shows
that no 11 series airplane has shown any spar
problems related to this type of damage. The
"compression failure" type of crack is the stated
reason for the NPRM. But FAA statistics quoted
in the NPRM show the low powered 7 series to be
comparatively free of compression cracks as well.
Of the eight accidents cited in the NPRM, seven of
the eight are high powered models.
It may be appropriate to review the history of
this wing design at this time. The same spar cited
in the proposed AD is used in the Aeronca models
which type certificates are not presently owned by
American Champion Aircraft Company. These are
the prewar Chief, the Defender, the K-series, the
CA65, and the L-3 wartime model. These all have
the same wood spar design, and Iike their younger
relatives, they have not, over a 60 year period,
shown any evidence of a structural spar problem.
This would seem to lend credence to the conclu-
sion that only the higher weight, higher powered
aircraft which have been overstressed at some
point in the past may have structural problems. It
is also true that these higher horsepower, higher
gross weight aircraft are being flown in much dif-
ferent ways than the original wing design was
intended to handle, i.e. , aerobatics flown by less
experienced aerobatic pilots. During the recent
past, a new, higher strength, STC'd wing strut fit-
ting for attac hing the strut to the spar has been
created. The revised fitting was produced after the
failure of the wing strut fitting on a higher horse-
power, higher gross weight Decathlon airplane.
The FAA cited an 8GCBC accident after ini-
tial inspection several years earlier as justification
for the proposed AD. From the Type Certificate
Data Sheets one can see the vastly different load-
ing conditions of the different aircraft cited in the
proposed AD. The 8GC BC Scout has a gross
weight of 2,540 lb. and a 180 HP engine. The
8KCAB has a gross weight of 1,800 lb. and an en-
gine of 150 HP. The 7ECA has a gross weight of
1,650 and a 150 HP engine, the 7AC has a gross
weight of 1,120 and a 65 HP engine. To compare
these aircraft as having similar loading on the
spars is unreasonable. We also understand there
are differing opinions regarding the exact nature
of thi s wing failure between the investigating par-
ties. Before it can be used as justification for this
proposed AD, it seems appropriate to review the
investigation of this particular failure.
Only three of the eight airplane failures cited
by the FAA were due to undetected and unin-
spected damage to the spar or improper wood slope
which would be detectable under the present fac-
tory inspection holes if an inspection was properly
accomplished leaving only two undetectable in-
spection accidents out of 5541 airplanes cited, plus
the 961 IIAC Chiefs covered... that's 6,502 planes
and two out of that is a .0003075% failure rate. If
we are to make the FAA assumption that the fail-
ures are under reported, we can then increase the
failure rate. While we don' t agree that the failures
are not reported routinely by mechanics, for the
sake of argument, we'll assume the failures were
under reported by 300% in the field, requiring the
failure rate to be multiplied by 3 times. That gives
a fai lure rate of .0009225%, still less than one ten
thousandth of one percent of the fleet! These sta-
tistics would indicate that there is no real problem
that requires the need for a mandatory AD on all
aircraft. This information does indicate that the
FAA and other aviation organizations such as
EAA should better educate the owners of these
aircraft of the importance of a good annual inspec-
tion of the spars and a detailed, thorough
inspection of the wing spar prior to recovering an
aircraft, or speci fically after a wing strike.
The FAA stated in the AD that "The FAA be-
lieves that many cracked/damaged spars are not
reported because general aviation operators (oper-
ating in accordance with Part 91 of the Federal
Aviation Regulations [14 CFR part 91]) are not re-
quired to submit service difficulty reports." EAA
does not agree with this statement. EAA believes
that most mechanics are safety conscious, and
when they see something that they believe is a de-
sign or service problem they submit a report
because they care for the lives of the pilots who fly
these aircraft. As you read the service difficulty re-
ports, it impresses you with the small details that
get reported. A loose screw here, an enlarged fit-
ting here... EAA does not believe that something
as major as a wing spar with damage would go un-
der reported. The FAA has cast moral and ethical
clouds over the inspectors they license.
Every annual inspection of a wood spar air-
craft should include a detailed inspection of the
spar using the existing inspection holes. This
method has worked well for over 50 years. If the
lighter airplanes had a structural flaw related to the
use of wood spars, would it not be reasonable to
expect the problem to exist over the service life of
the aircraft? The data collected over the past 31
years (the length of time used to collect the data
cited in the NPRM) does not justify the inclusion
of the Aeronca 7 and II series airplanes, nor the
Bellanca 7ACA. No data at all was submitted on
the 11 series aircraft and they should not be in-
cluded in any proposed action. The application of
this NPRM to the higher horsepower, higher gross
weight aircraft should be carefully weighed
against the possibility that the failures of the wings
on these airplanes could be the result of another
failure mode involving the spar/wing strut fittings.
In conclusion, the proposed action of adding in-
spection holes on the top of the wing would cause
addition corrosion and moisture problems, offsetting
any improved inspection abilities and insufficient
support is given for the need of any additional in-
spection requirements for any of the effected
aircraft. This proposed AD should be withdrawn.
We'll keep you posted on any further develop-
ments regarding this proposed AD. ...
PARKS HELP
Dear H.G.,
I am writing a book about the early
days of Parks Air College, spanning from
its founding in 1927 though the mid-
1930's. I am interested in corresponding
with anyone who might allow me to pho-
tocopy information they might have about
Parks. I'm looking for photographs, sales
brochures, correspondence, anyone who
flew or worked on the Parks-built P-l P-
2, P-2A, P-3, P-4 airplanes, information
on the 1929 Women 's Air Derby, Gard-
ner Cup Race and Cord Cup Race, copies
of "Parks Air News," "Happy Landings,"
"Skyward Ho" and "The Man Who Tunes
The Plane." I would like to speak with
any former students from that era as well
as any pilots or mechanics who visited
Parks during that time. You may write or
call me collect at the following address:
John L. Lewis
60 Robert Leather Rd
Bethlehem, CT 06751
203-266-5787
BUHL AlRSEDAN NOTES
DearH.G. ,
I enjoyed the article on the Buhl on the
December issue. It's always good to learn
more about an antique airplane. However,
I question the identification of the person
VINTAGE
AeroMaiI
named as Walter Lees in the photos on
page 18. About "Cap" Wool son, I'm not
sure. I enclose two copies of Walter Lees,
both from the book Pioneer Pilot, edited
by Lees' daughter Jo Cooper. The photos
are consistent with others in the book.
Lees was bald at an early age, and he had
a Charlie Chaplin mustache.
You might be interested in the discus-
sion of the Buh} Sport Airsedan that was at
Monmouth, IL airport for awhile in 1935.
You will find a discussion on it in Flying
Field, page 66. It had an engine that was
once on the Spirit of St. Louis. No kidding!
Best Regards,
Jim Haynes
Bushnell, IL
AlC 12099
Jim is right, and his nifty history ofthe
Monmouth airport in "Flying Field" is a
great story. For more information on the
book, drop an SASE in the mail to Jim at
Robin 's Nest Co., 21 Sunset Ln., Bushnell,
IL 61422. Jim's suspicion is confirmed in
this next note from none other than John
Underwood:
Yo,H.G.!
The two gents in front of the
Packard Buhl are Fred Brossy (left) and
-Continued on page 27-
The beautifully restored Fw44 Stieglitz
before It was severely damaged.
The sad remains of the Stieglitz
in a Germany field.
The talents of our members seems to have no end! Jim Neu-
man, Hobart, IN, (Ale 23168) sent us this postcard regarding the
Fw-44 shown in Members Projects in the November '97 issue of
Vintage Airplane:

ITS SAD 'TO SEE CLASSICS e=TO KITS
BlIT ytIJR. CAPTION IS A LOSS, nR r '
81-11/1/.165, A FUSE.LAGE. AIJD BI=.... .
MAKE A -Hor A STO:sSIOR. AI,}
So Norm replied:
Sometimes I tink I should retire
Und schmoke cigars, und stoke der fire,
Perhaps ve tink ve are so schmardt
To place der horse before der cart,
Und name der plane vitoudt much tinking
Dat Herr Newman would be tin king,
Mine veak brain vaves, like der steeple
Jias knockedfor loop, like many people,
Yah, das ist ein Steiglitz -for sure
Der Stosser been ein FW-56 - so pure
Yah, ich been ein stupid Dane
Das ist hard to live in pain!
"Bitte Schoen"
Norm Petersen
VINTAGE AIRPLANE 3
THIRDONTHE
TRIMOTOR
Three-engineairplanesaren'tall that
raretoday. But70yearsago whenfly-
ingmachinesthemselveswere still a
novelty, theadventofa sleek,silvery
airlinerwoketheworldto thepotential
oftravel byair. TheFordTrimotor,
with its twopilotcrew, 12 seats, flight
attendantandrichlypaneled interior,
broughtthecomfortofthedrawing
roomwithamagnificentviewtoarealm
formerly dominatedbyrisktakers. The
first quartercenturyofpoweredflight
had indeedbeensustainedthroughthe
dreamsand daringofpilotsatwar,
pilotscarryingmail, pilotsstorming
barns,andpilotsperishingwhilethey
furtheredaviationknowledge.
Whatanopportunityit musthave
been, three generationsago, to boarda
glisteningsilverbirdwithoneenor-
mouswingandits nosepointedrakishly
towardthesky. Sittingbackin acom-
fortable seatwithaviewofoneofthe
hugeradialenginessentathrillof antic-
ipation throughmanya previously
earthboundtraveler. Fingerswould
clasptightlyas the roarofeachofthe
threeenginesstartingbroughtmorelife
to theeagerbird. A shortdriveto the
runway andthen, a few yards later,
airborne! Onewondershowmany land-
lubbersgottheirfirst tasteofaviation
on aFord. How manyfuture engineers,
pilotsandYankee businessmen had
theireyesopenedto the potentialof
massairtravel whilegazingatthecities
and pasturesbelowthroughtheclear
panesofaTrimotor.
Now,threegenerationshavepassed
sincethe heydayofthatmagnificent
airliner. Onlyahalfdozenofthebirds
havesurvivedthepassageof time intact.
Theprovedtobeworkhorses,evenafter
thedevelopmentoffaster, larger, more
comfortablepassengerships. Trimotors
laboredon,theirhuge, squarecabins
with alow loadingdoorideal forcarry-
inghighprioritycargo. TheTrimotor's
shortfield capabilitymadeitamainstay
of thecargo,fire fightingandair-delivery
worldofthedevelopingwest.Themoun-
tain countrythattheTrimotorhelped
developwas the spawninggroundof
magnificentpilots,too.Thesewerepilots
whoknewtheearthas wellfrom theair
astheirfathershadknownitfromhorse-
back. Andthese men maneuveredtheir
steedsthrough theclouded,snowy
mountainpassesaseasilyas ifthey
werestillontheground.
Onepioneerpilotwas recently in-
ducted into the IdahoAviationHall of
Fame. Penn Stohrspenthis lifehoning
hisflyingskillsnavigatingthemountains
andvalleysofthe northwestandbring-
ingaserviceto theruggedregionthat
insureditsdevelopment. Stohrwasborn
in Clarence,Missouri in 190Iandspent
muchofhis careerflying singleengine
wheel and skiplanesthroughoutthe
mountainsandvalleysofMontanaand
Idaho. Hisexploits,the reliabilityofhis
service,andhis intimateknowledgeof
theterrain helpedmakehim a legend
evenbeforethe rescue.
DuringWWII,abombercrewcrash-
landedonafrozen lakeduringatraining
missionandagreatsearchensued.After
ten days, itwasPennStohrwhonoticed
adisturbance in thesnowanddiscov-
ered thecrewstillatLoonLake. Using
his single-engineski plane, he liftedthe
crewto safetyandearneda citation
from the WarDepartment.
Stohrcontinuedto fly intothepages
ofaviationhistory,joiningwithBob
(Above and upper right) Penn R. Stohr, Jr., presents
his twins, daughter Leisel, son Josh (far right), with
their EAA Young Eagle certificates after their flights
in the Ford.
Johnsonto developJohnson Flying
Serviceintothe premieraircarrierin
the region.It waswithJohnsonthat
PennStohrbeganflying therugged,
agingFordTrimotors.Thetalentsof
thegreatpilot,the toughnessofthe
bird,andthedemandsofmountain
airservicemadethe combinationof
thethreeasure winner. JohnsonFly-
ing Serviceflourishedandgrewwith
theterritory.
Asthegreatsilverbirdenteredher
secondgeneration, PennR. Stohr,
Penn'sson,andthesecondgeneration
ofwesternpilotstookthecontrols.
Although he wasbuta teenagerin
1957 when his father losthis lifeat
thecontrolsofaTrimotoron aspray-
ingmission,Penn hadalreadyflown
manyoftheplaneshis fatherhadin-
troducedto thearea. Penn,theson,
fleweasilyintothecontrailsleftby
hisdepartedfather.
When in 1975 JohnsonFlying
4 FEBRUARY 199B
Service was bought by another great
aviation pioneer, Del Smith of Ever-
green Helicopters, Penn joined the new
endeavor, Evergreen International Air-
lines. He became Chief Pilot and is now
Senior Vice President of Flight Opera-
tions . The airline has grown over the
years as well, now boasting a fleet of 38
jets, including DC-9s, B-727s, DC-8s
and B-747s. And, of course, there's a
Ford Trimotor, now in her third genera-
tion of service and restored flawlessly
to full operating condition.
As the Evergreen International Tri-
motor climbs gracefully away from its
home at Oregon's Troutdale Airport,
the sun flashes brilliantly from the
windswept surface of the Columbia
River. Boaters and wind surfers on the
river, hearing the unmistakable roar of
radial engines, glance up to see the re-
flected sunlight beamed back from the
huge span of the Ford's wing. Through
the cockpit door, the plane's passengers,
surrounded by leather, mahogany and
glass, can see the shoulders of the two
pilots, father and son, as they steer the
craft up the river. Penn Stohr and his
twin children Josh and Liesel, now ten
years old, are establishing the third gen-
eration of Trimotor drivers just as the
silver airliner reaches her third generation
of service.
Josh and Liesel are two of over
360,000 Young Eagles. Sponsored by
the nonprofit Experimental Aircraft
Association, Young Eagles is a project
dedicated to making the experience of
flight available to as many young peo-
pie, age 8 to 17, as possible, with a goal
of one million youngsters by the end of
2003. Penn Stohr is an EAA member
whose life and experience make him a
natural aviation role model. But being
an airline vice president is not a require-
ment. More information on the program
can be obtained by writing or calling
the Young Eagles Office, EAA A via-
tion Foundation, P. O. Box 2683 ,
Oshkosh, WI 54903-2683, telephone
920/426-4831.
The world of flying , having been
tamed by aviation pioneers like Penn
Stohr, Sr. , was transformed from a risky
adventure into a service that helped to
build a country. His son Penn is chan-
neling that service into a multi-billion
dollar industry that circles the globe
every hour of every day. Fleets of
winged behemoths, each carrying more
technology than fictional spaceships,
ply the skies across the oceans and con-
tinents of the planet. At the helms of
these craft are professionals, trained for
years to become a functional part of the
computers, pumps, video screens and
thrusting engines. This is the latest pe-
riod in the evolution of aviation, the
world that Penn is unveiling for his
Young Eagles in the Ford's cockpit.
Just as the beginning and end of their
grandfat her'S aviation career were a
stark contrast between what was only
dreamed and what could actually be
done, so it will be again. As Liesel and
Josh Stohr and thousands of their young
aviation pioneers move into the cockpits,
simulators and engineering laboratories,
aviation nears the end of its frrst century.
What will Josh, Liesel and their com-
rades conjure up over the next quarter
century? Look back 25, then 50 years.
Would you be so bold as to forecast
what the future pioneers, the great-
grandchildren of Penn Stohr, Sr., will
strap on when they strut onto the tarmac
of the future?
There are a few certainties worth
mentioning. First, the generation in the
seat has the stick in its hand. What we've
done with what we were given is ex-
actly what our chi ldren have to build
upon. Aviation, being such a young
endeavor, illustrates this principle so
dramatically. Second, the legends left
by the successes of each generation es-
tablish challenges for the next. Records,
Douglas Smuln, Shirley Martin and Penn R. Stohr, Jr. pause In front of the Evergreen International Ford Trlmotor. especially flying records, were made
to be beaten. And finally, it is only
through preserving the thrill of aerial
mastery and accomplishment that fu-
ture generations will be persuaded to
take up the challenge. But without
the opportunity to sample aviation
first-hand through projects like
Young Eagles, our next generation
may never feel that thrill.
As Josh sits at the controls of the
65-year-old airliner, the Columbia
winds ahead to the east. Filling the
windscreen is the majestic, snow
mantled bulk of Mount Hood. The
wild slopes are a swirl with white,
just as they were when aviators were
the first humans to make the moun-
tains seem small. Just as the efforts
of today's aviation pros work tire-
lessly to keep this priceless silver
artifact in the air, so they work to
launch the careers of the next genera-
tion of her pilots. ...
VINTAGE AIRPLANE 5
over the years about taildraggers, but I had
a pocket full of ratings and an attitude to
boot. I am a CFI! We know everything and
can teach it too. What trouble can a small,
low and slow airplane be?
Well , everything you've read about tail-
draggers is true.
I needed to top off the tanks and elected
THEPRIDEOFTATUMS
by DAVID WELCH
I
've named my 1946 Cessna 140 "THE
PRIDE OF TATUMS." I had a fancy let-
tering job done that adorns each side just
behind the "D" window. It's red, white and
blue with a few stars for effect.
An awful lot of times someone had come
up to me and asked if my name were Tatums.
Often the person is a Tatums himself, or has a
friend, a cousin, an in-law, a neighbor, etc. I
usually just answer "nope." I can be pretty
reticent, and Rebecca hates it when I am. I
just want people to ask the right question and
I'll open up and tell the whole story.
"How did you come by that name for your
airplane, Dave?"
I bought my Cessna in 1988. I had looked
at a few airplanes after figuring out my bud-
get. For a reason I don't fully understand, I
was pretty sure I wanted a Cessna 140. I
learned to fly in 1969 in an assortment of
rented 150s and I wanted something that
would capture that nostalgia trip and more.
The 140s were a few years older than any-
thing I had eve r flown and they were
taildraggers. I had never been in one, in fact I
had never even looked closely at one, but I
was pretty sure I wanted one. I sent for the
owners manual even before I started seri-
ously looking.
I picked out an advertisement in Aero-
Trader and made the call. The seller sounded
like someone whom I could trust and we set
up a meeting. We would get together at Mid
Florida Airport in Eustis. He flew the airplane
down from Jacksonville and I drove up from
Venice. (If he was willing to fl y the airplane
that far, it had to be in pretty good shape.)
I liked it when I saw it, although I couldn't
tell you why. It is white with red and blue
stripes along the side and blue nose and
wingtips. It flew well and we made a deal. He
would take it home and annual it and we'd
meet the next week in St. Augustine.
I booked a one-way car rental and drove
the four hours. We agreed to exchange papers
and money, and then drop off the seller at a
small grass strip just south of the JAX area.
From there I' d solo in my first airplane for
the two hour trip home.
It is a taildragger. I had read lots of stories
.....DI....;.J____ ---'
6 FEBRUARY 1998
1113081
to stop just a few miles south at Keystone
Airpark. One of the factors in my decision
was the choice of six directions in which to
land. Fortunately for me, the wind dictated
that I touch down far away from any eyes that
may be watching. By the time I got to the gas
pumps, I had had a lot of experience taxiing
and making "s" turns.
When I got out, my knees were made of
rubber. My ankles and arms ached from all
the control movements I had been making,
both on the ground and aloft. I had been in
the air less than 20 minutes.
I made it home and taught myself to fly a
taildragger. (The mandatory sign-off had not
yet been implemented.) I did it with hours
and hours of stop and go landings. First I did
them on a mile of concrete at Venice; then
when I felt confident, I went to Englewood
where we have about 2,500 feet of grass and
enough trees to command your attention.
I got all my pictures developed, took them
to work and started to brag. My co-workers
have enough aeronautical sophistication to
distinguish a light airplane from a blimp, but
like most everyone else, they are all "Piper
Cubs," aren't they?
I work for the US Postal Service as a Let-
ter Carrier. I deliver the mail for a living.
What my co-workers were able to point out
to me, though, was that my new airplane was
painted just like a mail truck. It is white with
red and blue stripes along the side. It was ob-
David Welch and his Cessna 140, "The Pride of
Tatums." As a US Postal Service Letter Carrier,
Dave had fun with his N number. Read the text for
the reasons behind the name of his airplane.
vious as the sunrise, but I had never seen it.
Was that why I wanted this airplane?
The people at work are boat people. A few
of them asked if I was going to name it.
"No," I said, "boat people name their boats.
Airplane people don't name their airplanes."
These people watch too much TV. Probably
the only pilot they are able to name is Lind-
bergh. Just because he named his doesn't
mean all these "Piper Cubs" have names.
Now I have two significant but as yet un-
connected things rattling around in my
subconscious. First, it looks like a mai l truck.
Second, maybe it should have a name.
During a very dull meeting at work one
morning, I happened to be sitting by the Zip
Code book. My mind, unrel ated to anything
on the conscious level, just wanted to know if
anyplace had the Zip Code of my N number,
73087. Well, it was a small town in Okla-
homa by the name of Tatums. It's mail came
out of Oklahoma City and I knew it was
pretty small because one Zip covered it all.
I looked it up on a road map when I got
home and there it was. I went to a Sectional
Chart and it's a real small point about 20 miles
southwest of Pauls Valley. Pauls Valley- isn't
that where the Cessna 120/ 140 Association is
holding its miliual convention this year (1989)?
At this point this is all just input going into
my brain; I haven't mashed the sort button yet.
I had a problem with my airplane and
drove to the convention in Oklahoma. I took
a side trip to Tatums. It has no airport nearby.
- Continued on page 3J-
CubAircraft Co. Ltd.
in Lundtofte, Denmark (Part Two)
-continued from the January 1998 issue-
via NORM PETERSEN
As stated last month, this story, which is presented in two parts, is extracted from the
book entitled "75 AR TIL LANDS & I LUFTEN" (75 Years on Land and In the Air),
the 75-year history ofthe auto and airplane firm ofChristian Bohnstedt-Petersen,
AlSfrom 1911 to 1986. The book was written by noted author, JfJrgen Helme, ofEs-
pergaerde, Denmark. The translation/rom Danish to English was done by Knud
Thaarup (EAA 280077) 0/Frederiksberg (Copenhagen), Denmark. We are indebted
to JfJrgen Helme/or permission to reprint this historical account o/the Cub Aircraft
Co. Ltd.from late 1937 to April 9, 1940, when Germany occupied Denmark.
O
den. One day in August, Hedegaard flew
n the other side of the 0resund the Cub on floats from Sweden to Den-
(between Denmark and Sweden) mark, landing in the lake called Furesoen,
the subsidiary in Malmo, Autoropa Ltd. , where Bohnstedt-Petersen had a summer
held the Swedish Piper Cub Agency. Here cottage on Fureso road with direct access
the former Swedish Air Force pilot, Eric to the lake. During the stay of the Cub on
Bjurhovd, was the leader of the company's floats over the next month, Prins, as well
aviation activities which were operated out as Svensson and the instructor of the Flying
of Bulltofta. Club Active, Lt. K. E. Simonsen, had the
Cub Aircraft Co. Ltd's Norwegian opportunity to fly the floatplane. After-
dealer was Wessel's Aviation Company Ltd wards, they declared unanimously that it
at Fomebu Airport near Oslo. This company had been a great experience. However, the
represented Piper Cub only and had, by demand for land planes was much greater,
mid-1938, sold eight airplanes of this manu- so when the American registered Cub
facture. The Norwegian aviation enterprise, (NC215 l 7, SIN 2371) was returned to
which simultaneously operated a flight Malmo, Sweden, the wheels replaced the
school, was a subsidiary of Witt & Wessel floats and the Cub was accepted on the
AlS-the DKW importer for Norway. Swedish Aircraft Register as SE-AMP.
In the spring of 1938, Autoropa Ltd had At Autoropa Ltd in Bulltofte, Bohnstedt
ordered a Piper Cub hydroplane; i.e.-a 50 had an airplane of French origin. It was a
hp J-3S Cub on Edo 54-1140 floats. The Caudron C 510 Phalene with room for four
purpose was to look into the possibilities persons in a comfortable cabin. The airplane
of selling airplanes on floats to countries was registered SE-AGN and was flown by
with many lakes such as Finland and Swe- Lieutenant Eric Bjurhoved.
The old Rohrbach hangar at Kastrup Airport that was purchased by Bohnstedt-Petersen for 5,000 Danish
Kroner (very cheap) and rebuilt at his home estate called "Hegnsholt" in 1938.
The Swedish Crown Prince, his majesty Gustaf Adolf
the VI of Sweden, visits with Algot Thulin (holding
his hat) of Autoropa AB, Malmo, Sweden, at an avia-
tion gathering at the Bulltofta Airport near Malmo.
In the spring of 1939, Bohnstedt decided
to use the Caudron airplane himself and
made provisions for transferring it to
Lundtofte and having it registered in Den-
mark as OY-DIU. The following summer,
the Caudron was frequently used by Bohn-
stedt as a corporate aircraft with Prins as
chief pilot as he had added the type to his
pilot's rating card. During June, the plane
was flown to the island of Fano a couple of
times where the Bohnstedt-Petersen family
spent the holidays at the KUT Hotel. In Au-
gust, Prins flew the fami ly to Hollufgaard.
During the stay on Fano, director Oeser of
Daimler-Benz, came in his Mercedes 540K
to visit. On this occasion, a speed contest
between automobile and airplane took
place. It showed that the 540K could easily
keep up with the Caudron.
The outbreak of World War II and the
German occupation of Denmark (April 9,
1940) caused an abrupt end of the Lundtofte
enterprises' aviation activities, which had
presented itself as a very promising oppor-
tunity by the end of the 1930s. The very last
delivery before the occupation took place
was as late as April 3, 1940, when Lieu-
tenant Jacobsen of the Free Military Service
in Norway took delivery ofLN-HAB, the
last airplane of an order of three of the
entirely new type, the Piper J-4A Cub
Coupe with side-by-side seating.
VINTAGE AIRPLANE 7
PiperCubAirplanessoldbyCubAircraftLtd.duringtheyears1937-40
Date of
Manufacture
Danish
FactoryS/N
Type SIN Registered Customer
7-10-37 73 Taylor Cub J2C-40 339 OY-DUL Cub Aircraft Co. Ltd.
5-28-38 80 Piper Cub J3C-40 1164 OY-DOM Sportsflyveklubben K"benhaven
5-28-38 81 Piper Cub J3C-40 1163 OY-DUM Magnus Christiansen, Aalborg
6-16-38 82 Piper Cub J2C-40 1158 SE-AGZ Aeroklubben, Malmo
78-38 84 Piper Cub J2C-40 1161 OH-SNA OY S. & N., Helsingfors
7-15-38 86 Piper Cub J2C-40 1162 OY-DEO O. Poulsen De Bademaker, Gent
7-25-38 88 Piper Cub J2C-40 1155 OY-DAO Flyveklubben -Activ'
(anvendt af Luftwaffe u/ krigen)
8-10-38 89 Piper Cub J2C-40 1156 OY-DYN H_LM_ Jensen, Kastrup
8-13-38 90 Piper Cub J2C-40 1160 OY-DUO Aage Heidemann, Aarhus
8-24-38 91 Piper Cub J2C-40 1157 OH-SNB OY S. & N_, Helsingfors
11-29-38 97 Piper Cub J2C-40 1316 OY-DEP Cub Aircraft Coo, Ltd.
Piper Cub J2C-40 1159
Burned and dismantled airplanes-
parts then rebuilt in 1948and 1949
with serial numbers:
SI N 2475,OY-ABT og
SI N 2491,OY-FAB
2-14-39 102 Piper Cub J3C-50 2532 OY-DOR skandinavisk Motor Co. A/s, Odense
2-14-39 103 Piper Cub J3C-50 2533 OY-DUR C_ Bohnstedt-Petersen, Hegnsholt
Piper Cub J3C-50 5 2371 SE-AHP Autoropa, Maim", EX NC 21517
2-25-39 104 Piper Cub J3C-50 2534 OY-DYR Magnus Christiansen, Aalborg
4-5-39 105 Piper Cub J2C-40 1317 OY-DIP Viggo Fehr & Co., Odense
4-18-39 107 Piper Cub J3C-50 2480 OY-DYT Godsejer P. Darel, Dueholm
4-24-39 108 Piper Cub J3C-40 1998 OY-DAT Cub Aircraft Co., Ltd.
4-25-39 109 Piper Cub J3C-40 1995 OY-DIT Cub Aircraft Co. Ltd.
5-8-39 112 Piper Cub J3C-50 2535 OY-DEs P. Perch & J. 0stergaard Veivad
5-12-39 113 Piper Cub J3C-50 2481 OY-DOT Skandinavisk Motor Co. A/ S, Odense
5-13-39 114 Piper Cub J3C-50 2482 SE-AIB Autoropa, Malmo
5-26-39 117 Piper Cub J3C-50 2479 OY-DIS Kaptajn Viuff
6-6-39 118 Piper Cub J3C-50 2485 OY-DUT Magnus Christiansen, Hobro
7-1-39 122 Piper Cub J3C-50 2486 SE-AIC Per Hallin, Lund
8-29-39 124 Piper Cub J2C-40 1319 OY-DUP J. Sejer Dybro, Siageise
9-13-39 126 Piper Cub J3C-50 1997 SE-AIS Autoropa, Maim" (21.5.49: OY-AIS)
9-13-39 127 Piper Cub J3C-50 2504 sE-AID Autoropa, Maim" (efter 45: OY-AID)
9-30-39 128 Piper Cub J4AC-65 4-565 OY-DAV C. Bohnstedt-Petersen, Hegnsholt
1-23-40 130 Piper Cub J4AC-65 4-600 LN-FAR Den frie Militcertjen, Norge
3-27-40 131 Piper Cub J4AC-65 4-568 LN-HAD Den frie Militcertjen, Norge
4-3-40 133 Piper Cub J4AC-65 4-567 LN-HAB Den frie Militcertjen, Norge
11-17-48 297 Piper Cub J3F-50 2475 OY-ABT Bertil Kring, Risskov
Genopbygget efter krigen
6-11-1957 391 Piper Cub J3C-50 2491 OY-FAB Genopb. eft./krigen EX ()'EHES B-P
Flyveklub.-totalhav.
Piper Cub J4AC-65 4-566
Sabotaged and burned by the
Danish underground toprevent use
by Gennan Occupying Forces.
During the summer of 1938, this U. S. registered
Piper J3C-SOS, NC21517, SI N 2371, was flown on a
set of Edo 54-1140 floats from a lake called Furesllen
in Denmark. All the pilots who flew the Cub on floats
enjoyed it, but the decision was made to concentrate
on land planes. The Cub was then allocated the regis-
tration SE-AHP in Sweden and put back on wheels.
The writing on the picture says, "With Greetings, C. ~ ~ . - \ 4
Bohnstedt-Petersen. " (Editors Note: in June, 1994,
while attending the Danish KZ Antique Fly-In at
Stauning, Denmark, a gentleman told me that he had
a set of Edo 1140 floats from 1938 that were still in
the original factory cartons! I strongiy suspect these
are the very same floats pictured on NC21517.)
8 FEBRUARY 1998
A representative set of pictures of Piper Cub airplanes built and sold by the Cub Aircraft Ltd. in Denmark during
the years 1937 to 1940 The country registrations are OY-Denmark, OH-Finland, SE-Sweden and LN-Norway.
SIN 339 SIN 2504
SIN 1158 SIN 2479
SIN 1157 SIN 2535
SIN 2532 SIN 2481
SIN 2480 SIN 4-568
VINTAGE AIRPlANE 9
BaldEagleAviation
A Home For All Types of Aircraft
Article and photos by JOHN GAERTNER
Located only an hour's drive west of the Bob Buck's pet project is a Beech formed Jim Younkin aluminum engine
nation's capital, you will find a workshop Staggerwing F-170 he acquired abo ut cowl. Pictured here is a 160 hp Gnome ro-
full of interesting aircraft under construc- two years ago after it was involved in a tary engine above its original, 1918 crate,
tion. Bald Eagle Aviation is located on the rollover accident. The aircraft was origi- the fin and rudder of the Nieuport, An-
farm of EAA member Bob Buck outside nally purchased from Beechcraft by the drew's Ryan M-l fuselage and Bob
of Lovettsville, V A and is operated by Ou Pont fami ly and then later sold to the Buck's Staggerwing. The massive wooden
accomplished aircraft restorer, Andrew Bowers Battery Co. of Reading, P A. It spars resting on the sawhorses belong to
King. Inside you will find one Stagger- was utilized by the Bowers Co. for several Andrew's Ryan project.
wing Beech, two Travel Airs, a Ryan years until WW II when it was pressed The newest project to take form in An-
M-I , and a Nieuport 28 replica, all being into military service by the US Govern- drew's shop is a Nieuport 28 replica that
worked on at one time. Andrew King has ment. Following the war it was so ld as he and hi s father are building in partner-
been a long-time antique aircraft builder surplus. Bob has been carefull y going ship. Andrew has considerable experience
and restorer, growi ng up at Cole Palen's through the entire plane, replacing all of with rotary engined aircraft and has al-
Old Rhinebeck Aerodrome, and havi ng the damaged components and rebuilding ways planned on building a Nieuport.
worked for the likes of Kermit Weeks in the wings. It wi ll be powered by a 330 hp Recently a pristine 160 hp. Gnome rotary
Florida and Ken Hyde in Virginia. Jacobs engine and will sport a beautifully became avai lable from Johrmy Thomson
In September of this year a Travel
Air 4000, belonging to AI Kelch of Jim Beville, Andrew King and Bob Buck pause from their restoration work for a moment near Bob's
Mequon, WI, arri ved at Bald Eagle Staggerwing project.
Aviation. AI had been working on this
project for a number of years and asked
Andrew to assist in completing it. The
wings were already nearly done, so
Andrew has been spending hi s time
worki ng on the plane's fuse lage and
sheet metal work This Travel Air 4000
was previously owned by the Robert-
son Aircraft Corp. and operated as an
airmail carrier. It is believed that
Charles Lindbergh flew this same
aircraft prior to his famous 1927
transatlantic flight.
Three years ago thi s April Andrew
began a personal project, building a
Ryan M -I. Borrowing an original Ryan
fuselage to go by, Andrew was able to
weld up his fuselage as well as another
example for his landlord Bob Buck.
Working steadil y on hi s project, the
wings and tail feather components have
all been completed and Andrew is
ready to sandblast and paint the fuse-
lage for final assembly. Andrew's Ryan
M-I wi ll be powered by a Lycom ing
R680 radi al engine and painted in the
livery of the Pacific Air Transport Air-
craft Co. when it is fmi shed.
10 FEBRUARY 1998
(Above and right) It's not quite as tight as the camera would lead you to believe,
but there Is plenty going on In Bald Eagle's shop. These two shots detail Andrew's
Ryan M1 project, including the massive wing spars. Author John Gaertner, EAA's
Air Adventure Museum Curator, is on the left.
of Ellington, FL. Andrew convinced his
father that it was time they started on his
planned Nieuport. Jim Beville, assistant in
Andrew's shop, has been working on
welding up the necessary components and
the plane has begun to take shape. Once
completed it is Andrew's plan to display
and fly his newest creation at the Golden
Age Air Museum in Grimes, PA. ...
( Below) Jim Beville holds up the rudder for the
Nieuport 24 replica being constructed by Andrew, Jim
and Andrew' s father, Bill. The pristine 160 hp Gnome,
stili in Its original packing crate, is to the left.
(Below) AI Kelch is having
Andrew finish up the Travel
Air 4000 project he has
worked on for a number of
years. This particular Travel
Air was owned by Robertson
Aircraft in St. louis, and was
most likely flown by Charles
Lindbergh during his time at
Robertson before heading off
across the Atlantic.
VINTAGE AIRPLANE 11
TypeClub
NOTES
by NORM PETERSEN
Compiledfrom varioustypeclub
Stinson Plane Talk
published by the National Stinson Club
Bill & Debbie Snavely-editors
941-465-6101
Parts Washer- A parts washer that
makes the garage or hangar-bound
restoration easier.
The parts washer consists of a 2-112
gallon plastic solvent tank and a
13"x7"x3" built in parts-washing basin,
a small parts dunking basket and a pump
style solvent from the container. There
is even a 12"x7" molded in section on
top of the container for holding parts af-
ter they have been cleaned. It is shaped
so solvent drains off the parts and runs
back into the basin.
To use: simply remove a drain plug,
lay it horizontal and the basin fills with
solvent. Next, spray the grungy parts
with solvent, brush away the grime and
leave them to dry. When finished, tip
the washer up to drain the solvent back
into the tank and replace the plug. This
way the unit can be stored or trans-
ported when not in use.
Two biodegradable solvents are
available through Finish Line; the
stronger of the two is Citrus, it smells
great, but it's too strong for some rubber
and plastic pieces. The other, EcoTech,
has less cleaning power but is safe to
use on many plastics. Both solvents can
either be used maximum strength or
diluted with water. Citrus and EcoTech
are available in 16 oz. bottles for $8.95
and the parts washer retails for $29.95.
A test was run on a nasty, oily engine
cleaning job. The Citrus was mixed as
directed : one pint to 2-1/4 gallons of
water. After working on the solvent
12 FEBRUARY 1998
tank for more than three hours, the pile
of parts was clean and grease free.
When the solvent turns black, simply
stand the parts washer back up and
drain the degreaser back into the tank.
After the basin is clean, the parts washer
can be tilted back horizontally to fill the
basin with fresher solution.
On particularly dirty parts, I used the
Eco Tech degreaser mixed 1: 1 with water.
It worked well as advertised, and plastic
parts were unaffected by the solvent.
Other First Line products: Castro
Super Clean, another biodegradable
solvent. Mixed 1: 1 with water, it
worked about as well as EcoTech at the
same strength. It would burn if there
was a cut on the hands.
According to the Material Safety Data
Sheet (MSDS) supplied by the cleaners,
both Citrus and EcoTech are "not con-
sidered a hazard under normal operating
conditions, for both skin contact and
inhalation. Goggles and gloves are the
only safety equipment recommended."
When used in strong enough solu-
tions, the Finish Line degreasers will
clean nearly anything. The cleaning
power is less than that of gasoline or
acetone, but the Finish Line products
are much more user-friendly.
The parts washer and the solvents are
available from: Eastwood Company,
P.O. Box 3014, Malvern, PA 19355-
0714.1-800/345-1178.
International Cessna 120/140
Association
Box 830092, Richardson, TX 75083-0092
Joy Warren, editor, 1009 Port Rd, .
White Lake, MI 48383
publications& newsletters
AFAMILYTAlL...DRAGGER,
THATISf
by John Nielsen
January, 1980
After 22 years of rebuilding and
restoration, my grandfather, Edward 1.
Chermack, showed me how to get into
the seat ofN4159N and buckle up. This
was my first flight in a small aircraft.
With skis attached, we taxied onto his
private strip and took to the skies. It is a
day I remember like yesterday. The
winter sky was clear and bright. Fresh
snow blanketed the ground and there
was not a ripple of wind or turbulence.
Grandpa didn't fly that often, but when
he did, I remember he did so with care
and precision. His pride in his ability to
own and pilot his own airplane at the
age of 83 was his link to a more youth-
fullife. When he lost his medical, he
stopped flying. Not that he lost the
skills, but because it would be against
the rules.
August, 1994
I earned my private pilot endorse-
ment. As I progressed through the
training, grandpa and I often discussed
the joys of flying and learning some-
thing new with each flight. We looked
forward to the day we could hop in the
140 and take a few laps around the
patch. I worked towards my tail wheel
endorsement so he could once again
fly the 140 while I was on board. We
went to Oshkosh and picked up infor-
mation on the 120/140 Club. He
continued to annual the airplane and
run the engine weekly even though it
never left the hangar.
-Continuedwpage28-
TIM TALfN' S STINSON NW75
by H.G. FRAUTSCHY
Tenacious would have to be used
to describe Antique/Classic member
Tim Talen (A/C 1616). His restora-
tion ofa rare Stinson HW-75 took
him over 10 years, a decade filled
with parts chasing and pinning down
all the myriad details that seem to
jump up and block the way as a
restoration is done.
At first glance, the HW -75 looks
just like a Stinson 10 or lOA. It' s close,
but that's not what it is! The very
first model of the Voyager series, the
HW -75 was quite a change for the
Stinson Company. Named the " I 05"
in promotional materials, since that
was the speed it was supposed to at-
tain in cruise flight, the HW -7 5 was a
big departure for a company known
for its larger, cabin class products.
Work started in 1938 on the pro-
ject, and the design and layout for the
airplane was not done in the Stinson
factory . Bill Mara, now running
things since Eddie Stinson's untimely
passing in January of 1932, suggested
the project , but the actual design
work was done at the University of
Detroit under the guidance of Lewis
E. Reisner, of Krieder-Reisner divi-
sion of Fairchild Aircraft fame. Lewis
worked with Prof. Peter Altman of
the University, along with engineer
Maurice A. Mills on the project,
VINTAGE AIRPLANE 13
which was wind tunnel tested at the
school. The new, still in the develop-
ment stage 75 hp geared Lycoming
engine was picked as the powerplant,
but the engineers at Lycoming still had
a lot of work ahead of them, and the
"littlest" Stinson's airframe development
quickly outpaced the engine's pro-
gram. In the beginning, the failure of
the Lycoming engine availability would
put the HW-75 at a disadvantage. By
the time early February of 1939 rolled
around, Stinson had to have a 50 hp
Lycoming installed just to keep the air-
frame testing program on track. The
lack of horsepower didn't seem to
bother the airplane too much, and test
pilot AI Schramm took it up for the
first time on February 3,1939. A quick
takeoff in a little less than 500 feet was
followed by a test flight that was a
non-event as far as surprises were con-
cerned. It was a nice handling airplane
with no vices, and true to its design, it
proved to be unspinnable when loaded
within the proper C.G. range. A big
help were the leading edge wing slots
which helped maintain the HW-75's
roll control even when the wing
was stalled.
In those days , certification pro-
grams moved ahead with amazing
rapidity, and a month later, a decision
had to be made regarding an engine for
production. The geared Lycoming still
wasn't available (a pre-production en-
gine would come apart on a Model
lOB in July of 1939- it was back to
the workbench and drawing board for
the Lycoming folks) so the 75 hp Con-
One of t he earl y production HW-75s, with a cabin Waco and a Stearman-Hammond in t he background.
tinental was picked as the powerplant.
That decision must have stung at Ly-
coming, who had long enjoyed a
relationship with Stinson since E.L.
Cord had enjoyed a controlling interest
in both companies since the production
of the Stinson Junior.
Still, the Continental made a better
airplane of the HW-75, now referred to
in promotional material as the Model
105, a reference to the cruising speed
of the airplane. Introduced at the 1939
World's Fair as the Stinson 105, it soon
gained a legion of followers, many of
them rather famous - Edgar Bergen
and Charlie McCarthy had one (Edgar
got the parachute, Charlie had an um-
brella tucked under his wooden arm)
and Major AI Williams bought one
painted in the same orange and with
blue trim Grumman Gulfhawk colors.
He dubbed the Stinson 105 "Gulfhawk
Jr." and used it to fly Gulf customers
around. Williams managed Gulf Oil's
Avia tion department , and flew the
Grumman in air shows across the coun-
try. Roscoe Turner had one, and so did
Jimmy Stewart, who flew his home to
Los Angeles from Kansas City in the
middle of winter. Howard Hughes
bought one too. The early HW-75's
could be had for $2,995, and later, as the
design evolved into the model lOA pow-
ered with the 90 hp Franklin 4AC-199,
it sold for $3,355.
A final push was made to install the
relatively bug-free Lycoming GO-145-
C, but the more powerful Franklin had
The i nteri or of Ti m' s 1939 St i nson
reflects the effort the people at Stinson
put into making the ai rplane have a
strong "car-like" feel. The text details
the problems Tim had In matching the
wrinkle finish on the compass fairing,
just one example of the patience he
exhibited while working for 10 years to
restore this particular airplane.
14 FEBRUARY 1998
The bright work on this model can keep you busy polishing for days. Tim had to completely duplicate the
carb air Inlet grill. Stinson and the engineers at the University of DetroH paid considerable attention to
st reamlining the first "small Stinson,' as evidenced by the smooth contours of the tall fairing (right).
hit the nail on the head as far as the cus-
tomers were concerned, and the Model
lOB died in the sales department, never
to be sold to the public. It really was a
case being simply too late-the geared
Lycoming had a lot of promise, but it
just couldn't compete when it was
finally ready for the Stinson product.
Look closely at the humble little
HW-75, and you'll see a number of
characteristics from later models, in-
cluding the Stinson L-5 Sentinel, and
the very popular Stinson 108 series of
4-place airplanes. The little "baby"
Stinson even went to war, earning its
stripes as a stateside utility airplane.
But its biggest contribution to the war
effort would come by way of the fledg-
ling Civil Air Patrol. Well over half of
the missions flown by the C.A.P.
were done in the "littlest" Stinsons,
some of them even equipped with a
bomb rack! Overall, 1,020 of the
HW -7 5/Model 10 series were built,
but less than 100 remain on the reg-
ister. One of those now flying took a
while to get back in the air, but now
that it is flying, just look at it!
Tim Talen is one of the many tal-
ented people around the country
who have taken on a project and
stuck with it for years, unable to
turn their backs on it because they
were enjoying themselves too much.
Tim has actually owned the Stinson
HW-75, SIN 7131 for over 18 years.
At the now long gone Springfield,
OR airport, the Stinson sat in a
hangar, a project in waiting. In a neat
arrangement, Tim wound up with
the airframe for the Stinson by fin-
ishing the restoration of a Cub, a net
outflow of zero dollars. The airframe
was pretty complete, and the more Tim
looked at it, he realized that he really
liked the little Stinson, and couldn't see
doing anything less than a total restora-
tion from the frame up. If it was bolted,
glued or riveted, it came apart and was
restored. Very early on in the process,
it became obvious that this airplane
was the product of a company used to
building larger airplanes - the empty
weight from the factory is listed as 925
lbs, with a gross weight of 1,580. Why?
As Tim points out, "Stinson stayed
with their big stuff, and so when they
got to this little light plane, I don't
think they really knew how to build a
light airplane. They really didn't have
a lot of experience in that area.So it
was built stout, good and strong Stin-
son solid stuff! I have found in looking
through the frame that the tabs that are
welded on this fuselage for attaching
points were various items that are the
same size, shape, thickness and hole
diameter as in the Stinson SR-5 I'm fa-
miliar with."
Inevitably the airplane grew heavy
with the addition of special trim and
fairings, and even before it went into
production, you can see it went on a
diet after the prototype was just too
heavy to carry a reasonable payload,
particularly with three people. Happily,
the aerodynamic features built into the
airframe, including the flaps and lead-
ing edge slots, enhanced the handling
qualities of the airplane, and it was
able to exhibit excellent performance
considering its limited horsepower.
The airframe is a true mix of old
and "new" methods of airplane con-
struction. This particular HW -75 still
VINTAGE AIRPLANE 15
had some areas faired with balsa wood
under the fabric, and the cantilever hor-
izontal stabilizer and elevator are built
completely out of wood. The vertical
fin is steel tube, as is the fuselage and
the ailerons and flaps . The wings are
also a combination of wood and alu-
minum, and while the tip bows did
have to be rebuilt, the spars were still
fine, and were used in the rebuilt wings.
The fuselage is a cabinet maker's dream,
with many stringers and window frame
piecework that had to be rebuilt.
Ken Lichtenberg
As you can see in the photos, there
was enough bright work on the air-
frame to keep the most diligent polisher
busy for days. A snazzy polished alu-
minum fairing is in place over the
exhaust stack, and each of the engine
cooling air inlets is covered by a grill,
as is the carburetor air inlet. The carb
air inlet posed a special problem, since
the original was missing. It got to the
point where Tim simply had to make a
decision and get to work making a new
one. He carved an original mold out of
balsa, then made a sand casting of
it and then cast a new inlet grill out
of aluminum.
The electrical system is a bit odd
to comprehend in this day and age.
While it is one thing to have a hand-
held radio today that you can take
home and charge, with this Stinson,
since the A-75 Continental didn't
have a generator, the 6 volt battery
simply drained down to nothing,
leaving you without lights , and
without a fuel gauge reading,
since the fuel gauge system
is electric!
The interior is also a
tribute to Tim's patience
and ingenuity. When he was
faced with restoring the
instrument panel, a big
challenge was restoring the
original wrinkle finish
paint, which was a blue
color. Try as he could, there
just was no match for the
color in a wrinkle finish,
but he was able to get a great
match of the blue in a lac-
quer. But there were a lot
of questions in his mind be-
fore he attempted to repaint
the existing wrinkle finish,
which was in good shape, but
badly faded. Would it melt the
old paint and reduce the wrin-
kles to a flat mess? Or would
the new paint build up too
much, and ruin the wrinkle
look? Tim bit his lip and closed
his eyes as he lightly dusted a
coat of blue lacquer over the
old panel. It was okay! No runs,
no drips, and the wrinkles still
looked like the face of one of
those Chinese Shar-Pei dogs.
A few more very light, dusted
on coats of color finished it off,
and another check mark was
put in the completed column.
Even more wood work had
to be done on the interior, in-
cluding the door and side
panels, which all are finished
in clear varnish, just as the
later Stinson 108 Station
Wagon was done. It's a very
classy interior, and certainly
in keeping with the efforts of
the airplane manufacturers to
make their interiors as "car
like" as possible.
We' ve just begun to hint at
Tim Talen, Springfield, OR and his 1939 Stinson
HW-75, winner of the Antique Bronze Age
Champion trophy at EAA Oshkosh '97.
the amount of work and dedication it
takes to make a restoration like this
possible. Tim Talen and his friends,
people like Murray Olson and Jane
Phillips, contributed to the
final product, and Tim ' s
wife Marian has been a sup-
porter of her husband's
penchant for restoring old
airplanes during their mar-
ried life, which includes
living and working in the old
Springfield airport hangar,
which they bought and
moved to their property. Tim
and Marian's daughter,
Ariel, literally grew up with
the project, as anyone who
looks at his restoration photo
album can see. Little Ariel is
seen sitting in the bare bones
fuselage frame, and then
later, she appears in an occa-
sional photo helping out
when needed, even if it's
just to provide a smile.
This was certainly not the first pro-
ject Tim has tackled, since he makes
his living now as a vintage airplane re-
storer. He's done three Interstate
Cadets, a Piper J-5 and a Fleet as well
as a Piper J-2. Just as the Stinson was a
sideline personal project, Tim has an-
other rare airplane being restored-
a General Skyfarer, another of the
two-axis control airplanes built under
license from Erco, Fred Wieck's com-
pany that held the patent rights for
the Ercoupe.
Tim's a history major, in fact his
college degree is a Masters in Social
Science History, which he earned after
returning from Vietnam. But with few
jobs in his field available, he found he
was pretty good at fabric and sheet
metal work, and so he hung up his own
shingle after a while and has been at it
ever since. We're glad he did, for it
means that a number of neat restora-
tions will be seen coming from his
talented shop. Are you ready for the
Skyfarer? How about a Porterfield
Collegiate? Or the last Kari Keen
Coupe in the U.S.? Whichever one
gets done first, you' ll want to be sure
and hunt it down at a fly-in. It's sure to
be a gem.
,\"e end! -
Stinson drawing above is from " Airplanes of the World" book.
ViNTAGE AIRPLANE 17
JimZangger's
by NORM PETERSEN
Perhaps the familiar saying, "Like fa-
ther, like son," would apply in the case
of this beautiful Taylorcraft BC-12D,
NC94953, SIN 9353, which ran off with
the Best Of Class award at Oshkosh '97
for its owner and restorer, James "Jim"
Zangger (EAA 476891, NC 23221) of
Cedar Rapids, IA. Let me explain.
Jim's father, Russell Zangger, of
Larchwood, Iowa, has run his own
airport and flying service for approxi-
mately 50 years - with always at least
one Taylorcraft on hand for instruc-
tion. Russell feels the Taylorcraft is a
better teacher than most other air-
planes, and besides, it develops
better pilots!
Into this environment, a young Jim
Zangger was born on July 18, 1949, at
Larchwood, lA, in the far northwestern
corner of the state, and grew up with
Taylorcrafts flying over the house on an
everyday basis. He began taking lessons
from his father at an early age and on
his 16th birthday, made his solo flight
in a Taylorcraft BC-12D. At the time,
he had 64 hours in his logbook and two
days later, because the Lyon County
courthouse was open, he obtained his
Iowa Drivers License! At the present
time, Jim Zangger has over 17,000
hours in his logbook and is a full time
corporate pilot for North American
Rockwell at Cedar Rapids, IA.
In 1991, Jim had built a large garage
with the idea of rebuilding an airplane -
preferably a Taylorcraft. His father
knew of one that was sitting in a hangar
near Ellsworth, MN, about 25 miles
from Larchwood. Russell had taught
the owner how to fly many years ago.
In 1993, Jim and his father drove out
to visit the owner and look at the Tay-
lorcraft. The tires were flat, the fabric
was original (from 1946) on the wings
and fuselage and was cracking and
The classic lines of the BC-12D are accentuated by
the original paint job in black and red. The lifting
handle on the rear fuselage Is handy for moving the
airplane on the ground.
18 FEBRUARY 1998
starting to fall off the sides. The T -Craft
had failed the Annual Inspection in
1972 and hadn't flown in 21 years. It
needed a great deal of work!
The owner, a very pleasant gentle-
man named Emerson Huisman, was
reluctant to sell the airplane which he
had owned for so many, many years,
however, negotiations continued and
by 1994 a deal had been struck and Jim
dismantled the BC-12D and hauled the
pieces to his shop in Cedar Rapids.
The fun began.
It was way back on August 17, 1946
that 01' NC94953 made its first flight
at the factory in Alliance, Ohio. It was
sold into southeastern Minnesota to
Melvin Truehouse at Spring Grove,
as per original, but the cost and avail-
ability puts it way out in left field.
The end result using Ceconite is
quite outstanding and the workman-
ship caught the judge's eye on the
first pass. Jim obviously knows how
to do excellent fabric work.
The Continental A65-8 engine
had been topped at one time, but a
close inspection revealed it was time
to go through the engine and bring it
up to proper limits. The crankshaft
was sent to Aircraft Specialties
where it was ground "ten under" and
new bearings were fitted. The cylin-
ders cleaned up at 15 over, so they
were ground and then chromed back
to standard size. New pistons, new
(Above) Jim ~ y s the T-Craft over to the right in a rings new valves and all assorted
sharp turn, giving us a good look at the 3S-foot ' . . .
long NACA 23012 wing. C. G. Taylor's design parts and pIeces were Installed to bnng
shows its classic lines in fi ne style.
MN who managed to flip the
T -Craft on its back when he hit a
badger hole. The airplane was re-
built by none other than Bernard
Pietenpol of nearby Cherry
Grove, MN. During the next 40+
years, the Taylorcraft resided
along the Minnesota-Iowa line,
moving west until it landed at
Ellsworth, MN near the South
Dakota border, where Jim Zang-
ger caught up with it. When
purchased in 1994, the logs
showed 1,312 hours on airframe
and engine.
Off loaded and carefully
moved into Jim's shop, the Taylor-
craft was taken down to bare
bones and inspected, one piece at a
time. The fuselage was in remarkable
shape and required only sandblasting
and corrosion proofing. The rest of the
metal parts were also in fme shape with
no welding required. The wings needed
some help in that the wood spars had
to be varnished and one wing tip had to
be smoothed over where the mice had
been having lunch on the edges. Other
than that, it was pretty much clean up
and get ready for covering.
Not only is Jim Zangger an experi-
enced pilot, he is al so an A & P
mechanic, which he earned at Parks
College in Cahokia, just south of East
St. Louis, IL.
While the instruments were sent out
for overhaul, the airplane was covered
with Ceconite 102 and finished off
with Randolph butyrate dope . Jim
would have preferred Grade A cotton
the four-banger to near new condition.
In addition, a new stainless steel ex-
haust system was installed. Since
completion, the A65 hasn't missed a
beat and the Taylorcraft cruises along
at 95 mph with the metal prop turning
at 2150 rpm.
The interior was completely redone
including a new headliner and replace-
ment of all glass. The result is a very
pleasant, original looking Taylorcraft
cabin that moves you back to 1946 the
instant you sit in the seats.
To increase their knowledge of Tay-
lorcraft airplanes, Jim and his wife,
Cecelia, traveled to Dayton, Ohio, to
visit with Bob Taylor, son of C. G. Tay-
lor, designer of the Taylorcraft. Bob
carefully explained his extensive col-
lection of memorabilia and albums to
(Below) The Iowa delegation - Russell Zangger
and his wife, Dolly, Jim's wife, Cecelia and Jim
Zangger line up by the award-winning BC-12D
Taylorcraft. This is a Taylorcraft family from t he
The empennage of NC94953 is a perfect example
of Jim Zangger's beautiful workmanship including
inspection covers and rudder trim tab. Tail wheel is a
soft rubber Maule using cont rol springs in tension.
the Zanggers, which left them visibly
impressed. In addition, they stopped at
Alliance, OH, and visited with Forrest
Barber, long-time Taylorcraft afi-
cionado and expert on the marque. All
in all, it was quite a trip.
At Oshkosh '97, the Zanggers were
quite surprised at all the people who
Uke father, like son. Russell Zangger, an instruc-
tor and Taylorcraft booster for over 50 years
proudly stands by his son, Jim, a pilot wit h over
17,000 hours and a Taylorcraft aficionado and
restorer with his award-winning BC-12D.
ViNTAGE AIRPLANE 19
(Above) Head-on view of the T-Craft shows McCauley 74x45 metal prop and spinner and neat aluminum
grills on the two cowl openings. Note the clean design with absence of drag producing bumps and Inter-
sections-the reason the T-Craft Is so fast with only 65 horsepower.
admired the Taylorcraft during the con- the entire crew was on hand for the
vention and especially all the questions Monday night Awards Program at the
that were asked! The pretty black and Theater-in-the-woods. All of the sweat,
red T -Craft was easy to spot in the mul- toil, tears and efforts were worth it when
titude of aircraft and apparently there NC94953 was called out for the Best of
are many folks who have a soft spot in Class award in the Taylorcraft section.
their heart for the speedy little two- May we add our "Congratulations"
placer. In the latter part of the week, to Jim and Cecelia Zangger for an out-
Jim's parents, Russell and Dolly Zang- standing job of restoration. We know
ger, of Larchwood, lA, joined them and that C. G. Taylor is smiling. .....
(Below) Jim Zangger pulls In close with the BC12D. You can clearly see the fuel gauge wire In front of
the windshield Indicating a nearly full nose tank. Two additional wing tanks of six gallons each give a
total of 24 gallons for a range of nearly five hours.
20 FEBRUARY 1998
(Above) Nicely done landing gear features 6:00 X 6
tires and Shinn mechanical brakes. The red wheel
hubcaps are original with three Indented screws
holding them to the wheel, and you can appreciate
the clean work on the landing gear fairings.
(Above) Interior photo of Jim Zangger's BC-12D
reveals heel brakes on the pilot's side only, dual
glove compartment doors on the Instrument panel
and tr1m crank In the ceiling. Note original
Shakespeare frictlorHock throttle with Caro Heat
control third knob to the left. The first knob left of
the throttle Is the Fuel Shutoff control-where the
Carb Heat Is normally located! This arrangement
has caused a number of accidents and requires a
red Interference clamp to restrict accidental usage.
,
I)IJllINC. "T"T I
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,
,
!l
ackduringtheBigWar,nightfly-
ingwas dramaticallyincreased
ecauseofseveralreasons.Practically
all offensiveairworkhadto bedone
undercoverofdarkness.Also,Zeppelin
raidsfrn-ced nightairplaneflyingona
largerscale. Publicopiniondemanded
nightairplanepatrols.Mostseemedto
thinkthatafewaircraftintheskywould
stoptheZeppelinsfrom carryingout
theirworkofdestruction.
Theproblemsencounteredwereenor-
mous.Howwasthepilottoseeatnight?
Howwouldhespottheotheraircraft,or
fly straightand level. Howaboutland-
ingatnightandintothewind?
Mostlongdistancebombingraids
byWALT KESSLER
wereconductedatnightandtheanti-
aircraftgunsfiringatthemwerenot
veryeffective. Youcan' thitwhatyou
don'tsee. Withfew exceptions,most
raidswerecarriedoutafteritgotdark.
Mostairplanescouldnotbe seenand it
wasmostdifficultforsearchlightsto
pick them up. Dirigibles could be
pickedupwithcomparativeease.
One night, an Alli ed squadron
startedoutwiththe intentofbombing
theTurkish-Germanpositions.Onarriv-
ingtheywereshockedtoseetheGerman
Aerodromeall litup.TheAlliestook
advantageofthe situationandbombed
thehangarsandothersbuildings.
WhentheAlliedsquadronreturnedto
theiraerodrome,theywerestunnedto
find the Germanshadbombedtheirfa-
cility! Bothforceshadplannedsurprise
raidsoneachother'saerodromes,atthe
sametime. Theamazingthingisthat
theypassedbutdidn'tseeeachother.
Ineachcase,officersinchargeofthe
Aerodromelituptheirownfields upon
hearingairplaneengines,thinkingit
wastheirownaircraftreturningfrom
theraid. Lightingtheaerodromewas
theonlywaythereturningaircraftwere
abletoland.
Backinthosedays,eachmachinewas
fitted withanaltimeter,aninclinometer
for indicatingtheairplane'sinclination
andpositionlightsshowingthetrans-
VINTAGE AIRPLANE 21
\ .... \
- -- -- -
,
,
,

verse position of the wings. Wing tip lights were
colored blue so as not to blind the pilot nor re-
veal his presence to the enemy. Instrument
panels were also lighted blue. Some aircraft
even had a search light which was primarily
used for emergency landings.
Lighting the aerodromes was always a prob-
lem. Lights had to be used so as not to blind the
pilot upon landing. This method was used exten-
sively but was dangerous and expensive.
Electric lights afforded the greatest efficiency
as they could be turned on and off very easily.
When lit, some formed a wide arrow which
pointed into the wind. The pilots would land in
the wide part of the arrow heading for the point.
He would know that he was also heading into
the wind.
The French had a unique way of landing at
night. Barring unfortunate contingencies, French
machines were not permitted to land until the
got an "ALL CLEAR" signal from below. When
arriving, the French aviator would circle around
sending his own special letter by Morse code.
British squadrons used a different method.
When a pilot approached an aerodrome and
wished to descend, he would fire one of the
Very lights. The predetermined signal would be
answered from the ground. If the signals agreed,
the pilot would know he was over his own field
and landed accordingly. If the signals did not
agree, he would recognize from the color of the
signal the aerodrome he was over. All pilots had
to memorize the signals of adjacent aerodromes.
Night flying was dependent largely of the
weather. It was broken down to several cate-
gories, moonlit nights and otherwise. When
conditions were good and the moon bright, ob-
servation could be taken easily up to a height of
9,000 feet. Landing fields and aerodromes could
be spotted at this height.
Some airplane searchlights, mounted on early
biplanes, delivered 500 watts of power (about the
same as a handheld halogen searchlight you
might plug into your car cigarette lighter socket).
They were operated by "wind-wheels," wind-dli-
ven generators that had no connection with the
engine. They were used as signal lights and to aid
in making a landing at night. Instruments used by
aviators in night flying had the indicators and di-
als painted with luminous compounds which
eliminated the blinding glare offlash lamps.
With no moon, at 5,000 feet it is not possible
to see railways, roads or rivers . On moonlit
nights, unlighted objects would not be seen with
any certainty on the roads below.
Pilots destined for night flying duties were in-
structed to practice on the same machines with
which they were to fly at night. They were in-
structed to practice flying by instruments only,
without using the horizon as a guide. Also, to
22 FEBRUARY 1998
glide slowly and make small side slips and
quick recoveries.
They were instructed to check the speed of
their machine and identifying the speed with the
sound of the wires under certain conditions.
Turning, using instruments alone and landing
slowly were all part of their practice routine.
A patented device by the German architect,
Edgar Honig, was quite unique. The "Honig
Circles" consisted of two concentric circles or
rings of incandescent lamps standing on edge a
few feet above the ground. The smaller circle
was placed at a distance of several yards behind
the larger one, which stood back of the landing
area. The theory was that a circle appears as an
ellipse as soon as the eye ceases to be directly
opposite the center. To be used as a landing aid,
two circles of light arranged as in Figure 1
(page 21) must be perceived as two upright or
slanting ellipses which either intersect each
other or have the smaller circle contained in the
larger until the eye of the pilot is directly in line
with the axis passing through the middle point of
the two circles. This occurs when the pilot is
from two to three feet above the ground,
depending on the aircraft involved. The circles
stood about 13 feet above ground.
Figure 2 shows how the circles appear to a
pilot at a great height above the circles as he
flies directly down the center axis of the circles.
As he heads downward and nears the ground,
the rings begin to intersect as in Figure 3. The
position of the light-circles tells the pilot he has
approached the ground but also that he is not
lined up and had diverged from the direction of
the middle axis. He must bank his machine to
the right in order to line up again.
All this time, he is still descending. When he
sees the light signals as in Figure 4, he knows
he has approached the level of the ground. When
the circles are centered, as in Figure 5, he lands!
Believe it or not, they used this method also for
water landings.
Electric lighting equipment on many British
planes were powered by dry storage batteries
with a life span of 4-1 /2 hours. Weight was
about 21 pounds.
Unfortunately, the life span of many aviators
during WW I was sholt. Training accidents and
being shot at, and shot down, took its toll. Night
flying, still in its primitive state, only added to to
the dilemma.
Today, you depart for an evening moonlit
flight without too much hassle. You dial in your
GPS or Loran, and your trusty bird takes you
where you want to go. Remember those who
were before you the next time you watch your
moving map move. It wasn't always this easy!
The night hasn' t changed, but our knowledge
and equipment sure has! ...
,_....
.
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Figure2
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Figure3
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Figure4
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Figure 5
by E.E. "Buck"Hilbert
EM #21 Ale #5
P.O. Box 424, Union, IL60180
Here's a little more history to fill in the
cracks on my newest little Aeronca,
NC13000:
I read your article on 13000. I sold
13000 to Ted Kapsas and Martha Baird in
1956. It was disassembled for rebuild. I
knew Martha from the ' 40s when she dated
my brother. I know Ted fro the early 1950's
when I was working at Austintown airport.
Ted and Martha were forming an air show
act when they bought the C-3. The needed
the engine for a C-3 they already had. They
also had a Meyers OTW and a [Fairchild]
KR-22. Ifmy memory is correct, they got
the OTW and KR-22 at the Linesville, PA
airport. I thought the Fairchild had a Cirrus
engine in it. I never heard ifthey got the air
show off the ground or not.
I li ved in Chardon, OH when I pur-
chased 13000 from someone in Angola,
IN. It was disassembled at the time.
Before I could rebuild it, a job change re-
quired a move, so I sold it. It was complete
at the time. I paid $125.00 for it and sold
it for the same. Wow!!
Hope this little bit of info will help.
Bill Trimm
Cape Coral, FL
EAA 908
AJC24168
On Another Old Subject . ..
I just got a call that pushed my curious
button. In the words of the King of Siam,
"It is a puzzlement!" It goes like this:
When I was a line boy/apprentice me-
chanic at the Harbican Air College at
Elmhurst Airport here in Illinois back
before the earth cooled, World War II
broke. Restrictions on private flying im-
mediately went into effect in a typical
PaSSitto
Buel<
American knee jerk reaction that all but
precluded any small airplane flying.
Oh yeah, I understand the circum-
stances now, but at the time they seemed
ridiculous. How could a Cub or Porter-
field or Aeronca be misconstrued as to be
a threat to national security? Well, now
that I've had more than 50 years to think
about it, I guess it could have been.
In those no RADAR days, and with the
populace being very naive about what air-
plane was what and how, the push began to
train Observers and Air Raid Wardens and
volunteer sky watchers who volunteered
to stand watch in defense of our country.
Why, I don't know. I can' t recall ever
seeing an anti-aircraft battery emplace-
ment anywhere in Northern Illinois. We
were also lacking in interceptor aircraft
and pilots. Look at the record and remem-
ber it took us a couple of years of intensive
War effort to begin producing the air-
planes and the pilots and the people to
"Keep ' em Flying."
Harbincan Air College almost ceased to
exist. Our fleet of airplanes just sat. We had
a Travelair 4000, a Stearman C-3, a Ryan
Brougham a couple of Porterfield CPs, pre-
war Chief and a Defender, along with a J-3.
The Travelair and Stearman were
dusters, and so was the Ryan, but we had
robbed the 1-5 Wright Whirlwind off of it
to keep the Stearman going. Now that I
think of it, the boss must have been deeply
in debt , because the P-fi elds, Aeroncas
and the Cub were all part of the school
and I know they weren' t paid for. As a
matter of fact, he gave me the Brougham
for back pay! That was the highlight of
my youthful dreams.
The United States Navy, in a rush to
train mechanics and other maintenance
technicians, opened a school at Chicago' s
famous Navy Pier. They drafted instructor
personnel from Chicago's Vocational
schools like Lane Tech, and Chicago Voca-
tional, and staffed the pier with Navy and
Civilian administrative and teaching people.
Now all they needed were training aids.
Guess what? Since they had recruited
locals, someone or all ofthem knew where
all the corpses were hidden. They knew
there were airplanes stashed all around the
local area. Some defunct, some viable, but
a perfect source of training materials was
out there just waiting to be utilized.
Procurement was simple. "It's for the
war effort" was the buzz word, and so we
let them have our Travelair, Stearman, my
(sob) Ryan Brougham sans J-5 engine,
with the promise that if they became sur-
plus to the government need we could
have first buy-back refusal. We weren't
alone. The Rezich brothers, remember
them? They gave up a Travelair too, and
there were others who were patriotic and
did the same thing. Mr. Dwyer, who had
been one of the aviation instructors at my
high school, told me there were fourteen
airplanes in that fleet of training aids.
Nobody complained, after all , we had
a war to win and this was one of the many
sacrifices that would be made. My boss
disbanded the air college. The Porter-
fields, Aeroncas and J-3 went to people
who needed them for War training
schools, and hired on with Chicago &
Southern Airlines as a co-pilot on DC-3s.
He later became part of A TC, Air Trans-
port Command. Our chief mechanic went
to work in a defense plant, and our chief
instructor was recalled to active duty in
the Navy. I enlisted in the Air Corps.
WW II homogenized the world, espe-
cially the aviation world. No way could
things ever be the same. The people were
spread to the four corners of the globe.
The returning servicemen from every
branch of the service came home and
found their little niche in society. They
raised families and worked to get this na-
tion back to a peace time economy and
NO ONE thought too much about those
fourteen airplanes. They just disappeared!
What became of them, and were did
they go after they did their part. Are there
any of them left? Can anyone tell us what
their ultimate fate was? I know Mike
Rezich complained bitterly that they deep-
sixed his Travelair in Lake Michigan. Fact
or fiction? Can someone or any of our
readers come up with any rumor or fact on
this situation? Hey, its Over to you,
VINTAGE AIRPLANE 23
WHATOURMEMBERSARERESTORING
-----------------------------by NormPetersen
Spotless new Scott tailwheel attached
Here is John Ficklen standing by his handiwork-
to new compression springs.
one beautiful Champ.
Starting with a rather bent up Aeronca
Champ, John Ficklen (EAA 512084, AI C
25525) of St. George Island, FL, has put his best
efforts into the restoration of Aeronca 7 AC,
NC84522, SIN 7AC-3221. After rebuilding the
airframe and installing new spars in the wings,
the entire aircraft was readied for covering with
the Poly Fiber process. The final original colors
of Champion Yellow and International Orange
were carefully done in Polytone finish . Final
assembly included all new bolts, nuts and
screws along with many, many new parts.
The Continental A75-8 engine was majored
to new specs and new Slick mags and harness
were bolted on. Once the engine was installed
in the airframe, new stainless exhaust stacks
and mufflers were installed and the necessary
hook-ups attached. To add the finishing touch,
new cowlings along with a new wood
Sensenjch W70DK-42 prop was installed with
a proper crush plate and spinner.
Under the tail, a brand new (old stock) Scott
tailwheel with a "Made for Aeronca" tag on it
was installed with a set of compression springs
for better directional control. The result is an
Aeronca Champ that looks for all the world
like a new airplane. Our congratulations to
John Ficklen on a great rebuild job.
This is the "can be seen only at night" Champ that John
Ficklen had to start with. It looks suspiciously like it has
been on its back!
24 FEBRUARY 1998
FelixQuast'sFunkB85-Conskis
Hereis apicturenotoftenseen! Felix
Quast(EAA308779,AlC 18555)ofWinsted,
MN,andhis son,Scott,arepicturedwith
hisFunkB85-C,N77740,SIN370,mounted
ona setofFederalA-1500 skisonan ice
fishing expedition. FelixsaystheFunkis "IIII!!!
a dandytwo-placeskiplanewith its 85
Continentalengine- completewithelec-
tricstarter. Felixalsoflies a Cessna 170
onFederalA-2500skis.
DavidCarlson'sAeroncaSuperChief
WiththeC-85 tickingover,DaveCarlson(EAA
506518, AlC 25093)ofHaySprings,NE,getsready
togoflying inhisnewlyrestored 1947Aeronca IICC
SuperChief,NC4245E,SIN II CC-131.Purchasedas
abasketcase in 1994afterithadresidedin agarage
in Californiafor30years, theSuperChiefwasre-
storedin Ceconiteandfinished in TennesseeRedand
DianaCream,averyclosematchforoneofthe fac-
lIiiIj_rII torycolorschemes. Thisis Dave'sfirstexperiencein
aircraftrebuildingandthe resultsshowremarkable
workmanship. Dave is now learninghowto fly in the
birdandreports20hoursin the logbookto date. Hecan'twaitto take his lovelywife,
Phyllis,for aridein theprettytwo-seater.Congratulationsonabeautifulpieceofwork.
RobertSagers'G-18STwinBeech
Thisphotoofaverynice lookingG18S
TwinBeech,N9604R, SIN 8A-464,was
sent in by owner, Robert Sagers (EAA
524974)ofToledo,WA. Poweredwitha
pairofP&WR-985 enginesof450hp, the
Twin Beechcancruisein the 200mph range
withroom fortheentirefamily andthen
some. Builtin 1959,thecontemporaryG
model is adandymachinewith79 ofthem
listedonthe currentFAAregister. Capt.
Sagersis a747-400Captainfor UnitedAir-
lineswhenhe is notflying the Beechcraft.
GoldenOldie-DonMacor's1940
PiperJ-4Aonfloats
This 1963 photoofa PiperJ-4ACub
Coupe,N29097,mountedon asetofEdo
1320floats wascontributedby DonMacor
ofDuluth,MN. ThisJ-4was oneofthefirst
seaplanesownedbythe ForestServiceat
Ely, MN. Theydonateditto theElyPublic
School System,whoputitup forbids in
1962. Donputin abidof$1225andgotthe
..........--- airplane. He recoveredtheJ-4and installed
aC-85 engine, makingitoneofthebestper-
formingtwo-placeseaplanesin the area.
Donsoldit intoCanadaand later,an outfit-
terbythenameof TonyMassarowas flying
.... ..itonwheels, lookingformoose,when it
crashed,killingthethree menonboard!
VINTAGE AIRPLANE 25
February Mystery Plane
This month's Mystery Plane isn't
the best photo, but it sure is intrigu-
ing. Phil Michmerhuizen, of Holland,
MI has long been an expert on the
much maligned Szekely engine, and
a friend of his, Dr. James Vader of
Long Beach, CA sent him the photo.
Other than the opinion that it was
built in 1928, we have no other
information on the airplane. Since it
is so obscure, I've left all markings
in the picture, so have at it! Answers needs to be in no later than March 25,
1998 for inclusion in the May issue of Vintage Airplane.
by H. G. Frautschy
November Mystery Plane
The November Mystery Plane was no
stumper - Iots of fellows were able to
identify it.
Phil Taylor, Seattle, W A wrote us with
this reply:
"1 just opened my November '97 Vin-
tage Airplane, and was happy to see an
'old friend' as your Mystery Plane.
"This is the LWF Model V-I of 1917,
with the Sturtevant V8 engine of 140 hp. It
was used for military training and recon-
naissance. A Model V-3 was also built with
the 210 hp Sturtevant; and earlier Model
V used the Thomas V8 of 135 hp, which,
according to the factory brochure was the
fastest two-man plane in America in 1916.
The V-I and V-3 models held several speed
and endurance records in 1918. The Model
V-2 had an in-line 6 Hall-Scott of 150 hp.
"The Model F was a special variation
of this same design that was the first plane
to fly with the Liberty motor. This was the
Liberty 8 of 235 hp, and the flight oc-
curred on August 21, 1917.
"The monocoque fuselage was several
layers thick of spruce and muslin, laid up
to about 114" thickness, and had superior
strength when tested by the military.
"1 call this an 'old friend' as I acquired
a set of wings years ago, which, after a lot
of digging and head scratching turned out
to be for a Model V -3, or even for the
Model F. (As far as I can tell, the wings
are the same except for extra ribs in the
upper wing behind the prop for the higher
hp engines. Close-ups of the Sturtevant
models don't show these extra ribs, but
they could have been added later. It's also
possible these were part of the variation for
LWFModel V-I
26 FEBRUARY 1998
the Model F. All the pictures I've seen of
the Model F are distant enough that this de-
tail can't be checked.) The radiator for the
Model F was hung from the upper wing.
The V series radiators were in the nose.
One of my 'retirement projects' is to
build one of these planes. Right now I'm
working on a basket case Travel Air 6000.
1 fly a Travel Air 4000 and an Aeronca
7 AC . Oh to be retired with time and
money on your hands!
You've picked a good 'Mystery Plane.'
As you probably know, the only remain-
ing example is a 1916 Model V in the
National Technical Museum, Prague,
Czechoslovakia. How it got there is an-
other 'mystery!'
I enjoy your articles- keep 'em up!"
Sincerely,
Phil Taylor
T. Sean Tavares, of Andover, MA also
noted in his letter the long distance flight of
an LWF Model V-3 in 1917. A flight from
Rantoul, IL to San Antonio, IX covering 1,184
miles in two fuel stops and requiring 9 hours,
48 minutes was made with a pilot and Army
officer comprising the pilot and passenger.
The average speed of the trip was 138.4 mph.
- Continued on page 29 -
AeroMail
- Continued From page 3-
John"Jack"O'Brien,whotookitona
12,000miletourjustbeforeitwassold
to theArgentinebuyer. Theyare shown
atBUR(Burbank,CA)in early '31.
BothLeesandWoolsonwereolder,
baldheadedguys. Woolsonhad in fact
beendeadfornearlyayearatthatpoint.
Incidentally, he was killed in the
PackardDiesel-poweredVerville, but
the exactcausewasuncertain.It was
likelyweatherrelated.
O'Brienwas a local characterof
renown, having beena testpilotfor
LockheedandMenasco. Hewassome-
howinvolved in smugglingChinese
andwentto Mexicoto fly fortheEsco-
barrebelsearly in '29. He laterflew
for several short-livedairlines, includ-
ingVarney, beforegettingon with
Unitedand leda moreorlessprosaic
lifeafterthat.
ThesevenMonarchsenumeratedby
LennartJohnnsonwere no kin to the
worksofthe brothers Schmuck,Ed
andChuck. TheywerebuiltnearRock-
ford, ILbyMonarchAircraftIndustries,
Inc.,whosedesignerwasArt Rosa. The
missingprototypewasX4987.
Artwas an oldtimerwho builta
numberofhomebuiltsbeforeandafter
theMonarchventure. Ithinkhewasan
earlyEAAer,too. Anyway, I methim
atoneof theRockfordfly-ins.
The Schmuckbrothersonlybuilt
two biplanes at Monarch Airport ,
whichbecameL.A.Eastside. 932was
#1and510,builtlate in 1928,wasthe
other. It somehowfound its way to
Peoriaand quite possiblyfraternized
withRockfordMonarchs!
Cheers!
JohnUnderwood
Glendale,CA
AlC 1653
The bookmentionedbyJim Haynes,
PioneerPilot, waspublishedin 1993
byConversePublishing, P.O. Box
80766, San Marino, CA 91118-8766. It
isafascinatingbookon the dayto day
lifeofan earlypilot,andthe remark-
ablecareerofWalter Lees . In the
book,Leestells of theaccidentthat
tookthelifeofoneofaviation'smost
promisingenginedesignersonApril
23,1930on aflightfromDetroitto
New York City.The airplane Woolson
andothers wereflyingwasaPackard
DieselenginepoweredVervilleAir
Sedan.Lees wrote: "...thepilothad
run intoasnowsquallsoon afterpass-
ingBuffaloanddecidedto turn back.
He hookedtherightwingon thesideof
a hill, theplaneskiddedintoaditch
about3feet wideand3feetdeep and
rolledtheplaneinto aball.Allwere
killedinstantly."
The lossof Woolson meanttheguid-
ing force within the Packard
organization wasgone, andthediesel
engine's fate was sealed. It was
droppedfrom the companyplans, and
onlyrecentlyhaveseriousefforts been
madeto produceageneralaviation
dieselengine.- HGF
BRONZECUB
DearH.G.,
ForyearsIhave beentellingfriends
aboutthe firsttimeIsawaCub.It was
in the Springorsummerof1936,andI
was eight years old; the Cub was
paintedbronzeandtrimmedin metal-
lic green. ImaginethejoyIfeltwhenI
cametopage20oftheDecemberVin-
tageAirplane. Eachtime I told this
story about the bronze Cub, there
would bea lotofskeptical lookscast
in my direction; but no one ever
actuallycalledmea liar.
Theairplanebelongedto a pilotby
the nameofHarryFoustwholivedon
afarm afew milesnorthwestofHunt-
ington, IN. Priorto his acquiringthe
Cubhe hadowneda Ryan Brougham
ofwhich I have several pictures.
Accordingtoan article printed in Air
Trailsmagazine sometime inthe late
'40s,Harrywasvisited lateonesum-
mer evening by a pilot who was
runningoutofdaylight, whochoseto
landonHarry'sfarm. Theyspentthe
eveningtalkingaboutairplanesand
Harrygotinterested,andthenextday
heboughtthe airplane, and thus began
hisaviationcareer.
Thereis onelittledetailwhichis not
visible in thepictures,andIwonderif
theWagnerboysare awareofit. The
skylighton Harry'sCubwasmadeof
greenpryalin, so it mightbesafeto as-
sumetheothertwo airplanesalsohad
thatfeature. Forthesakeofaccuracyit
mightbenice to duplicatethatone lit-
tle detail, ifit has not been done.
Regardless- the Cub looks great, a
thingofbeauty,andI lookforwardto
seeingitatOshkosh '98.I'min hopes
ofbeingableto comeup withapicture
ofHarry'sCub;Ithinkafriendofmine
hasone. AtleastI'llbeableto find out
theregistrationnumber.
Keepupthegoodwork, and havea
great 1998.
Verytrulyyours,
EdwardBeatty
Ruskin,FL
AlC6448
CONTACT!
Switch O/pContact
MayIcarrytheexchangeofletters
onthissubjecta bitfarther?It is diffi-
cultto instill thiscall onnewpilots
withtheir"makeit hot!,""O.K.,On"
orjustplain"OFF."
In additionto adefinitesounddif-
ferentiation with"SwitchOff'and
"Contact"there is anexactsequenceto
followwiththeswitchitself.
Whenyoucall"SwitchOff,"you
FIRSTturn it off, thencall"Switch
Off'and reversethe procedureon
"Contact."You firstcall"Contact,"
thentumit on.
As CharlieHayespointsoutinhis
letterhowthisprocedurewasusedon
the"oldships," it is still asequenceof
eventsto befollowedeventoday.
SamBurgess
SanAntonio,TX
AlC 1369
Write to Vintage AeroMaii at:
VintageAirplane
EAA
P.O. Box3086
Oshkosh,VVI54903-3086
VINTAGE AIRPLANE 27
Type ClubNotes
- Continuedfrompage12-
May, 1996
Ishowedgrandpaa 1201140Club
newsletter. He looked it over, smiled
andsaid, "Youneedto own a 140to
belongto that, don'tyou?" Itold him
the clubevenwelcomed thoseofus
whoevendreamofowninga 140. He
replied,"Stoponby nextweekandwe
will talkabouta 140 for sale." He had
a value in mindforthe planeand he
gaveme the first chanceat the offer. It
wasaveryfairone. Iboughtit.
May, 1997
Afterhours and hoursofpolishing
with Rolite and a buffer, the 1947
Cessna 140 shinedas brightlyas itdid
50 yearsearlierwhenit leftthefactory
in Wichita. Ihave nowhadthe plane
paintedwiththe exactoriginal Cessna
greenstripingwithwhich itleftthe
plant. Wheelpantsareon; the dash in-
cludesall original instrumentswith the
exceptionofa radioand transponder.
Theupholstery has onlyafew hundred
hoursand the enginewas replaced
with alowtime C85-12F from another
140 grandpaboughtfor salvage in
1960. Althoughastrokehas madehim
unableto getintotheplane, he still
getsa chanceto seeiton occasionas
he maintains his small runwaysoIcan
pop in forcoffeeevery nowandthen.
There are few things in lifethatmake
me feel as goodas seeinghissmilere-
flecting in thepolishedbodyofhis
Cessna 140.
Abouttheauthor:
JohnNielsenholdsaprivatepilotli-
censewith 250hours oftotaltime
including 150 in N4159NsinceMayof
1996. He lives in Bloomer,WI , and
ownsaForddealership therewith his
dadand brother.
Abouttheplane:
N4159N is a 1947 Cessna 140with
3,700 TTAF and 370 SMOH. Itis
equipped with cowl flaps, Ceconite
coveredwings,original instruments,
wheel pants and skis. John'sGrandfa-
therwas the fifth ownersincenew.
Original airframe logbooks trace
flights from coastto coastand border
to borderwith nearly 3,300 hours
flown in the planefrom '49to '58 by
DonaldJ. BurchofDenver,CO. (Any
VINTAGETRADER
Somethingto buy,
sellortrade?
An inexpensiveadin the Vintage Tradermaybejusttheanswerto
obtainingthatelusivepart .. 50perword, $8.00minimumcharge.Send
youradandpaymentto: Vintage Trader, EAAAviationCenter,P.O.
Box3086, Oshkosh, WI54903-3086, orfaxyouradandyourcredit
cardnumberto 920/426-4828. Adsmustbereceivedbythe20thofthe
monthforinsertion in theissuethesecondmonthfollowing (e.g.,
October20thfortheDecemberissue.)
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Belgrade, Montana59714, 406/388-6069, FAX406/388-0170. Repairstation

FREE CATALOG-Aviation books and videos. How to, building and
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catalog.EAA,1-800-843-3612.
BABBITT BEARING SERVICE- rod bearings, main bearings, camshaft
bearings, master rods, valves. Call us Toll Free 1/800/233-6934. e-mail:
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VINTAGE ENGINE MACHINEWORKS, N. 604 FREYA ST., SPOKANE, WA
99202.(1440)
1948 C195 3845TT -275hp, 244 hrs., Cleveland wheels/brakes, heavy
gear, newpanel, interior, fresh prop, Loran, ADF, Nav/Com, ModiCencoder,
ELT, excellent condition, always hangared, many extras. $76,000.
403/282-6253.(1479)
informationonthisownerwould
be welcomedbythe author.)The
planeis hangaredataprivategrass
strip23 milesnorth ofEau Claire,
(EAU)WI, Recentlypurchasedby
avidflyingenthusiastDonZank,
theairport(GatewayontheGreen
Baysectional) is buzzingwithac-
tivitysevendaysa week. Stop in
andsayhi!
Courtesycar,auto gas, food and
fun availableyear'round. Phone
715-568-2244.
JohnA. Nielsen
NielsenFordMercury
P. O.Box4
Bloomer,WI 54724 ....
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Mystery Plane
- Continuedfrom page 26-
Bob Nelson, Bismarck, ND noted an arti-
cle published in the May 1968 issue of Air
Progress. Written by John Caler, with photos
by Josef Krybus, it details a visit to the the
Technical Museum in Prague, Czechoslova-
kia (now the Czech Republic). A wide variety
of aircraft are displayed, including an LWF,
the only one that remains in all the world! Ac-
cording to the museum, the LWF was built in
College Point, NY in 1916, and is serial No.
4. The engine is a 135 hp Thomas. The bi-
plane was originally imported by the Czarist
government prior to 1917, and then made its
way to Prague. Exactly how it served and its
connection with the Czech government is un-
clear based on the information in the article.
A more recent photo of the LWF in the mu-
seum was published in the November 1996
issue, No. 154 ofW W I Aero, and it was
also pictured in the Summer 1969 issue of
the AAHS Journal, as pointed out by
Lennart Johnsson ofEldsberga, Sweden.
The LWF V-3 also had the distinction
of being the first production airplane
equipped with a Liberty engine. To quote
from the letter sent by Wayne Van Valken-
burgh, Jasper, GA:
"The L WF had a 200 hp Sturtevant en-
gine. The company was formed in 1915 and
built aircraft at least through 1918. The com-
pany apparently disappeared in 1923 as that
was the last year they advertised the com-
pany. There was a Model V-I, V-2, V-3 and
a special V-2 called a Model F used to test
the original 8 cylinder Liberty engine. I
would assume the V -3 was built in 1918,
possibly 1917. LWF also had a model G
which used the 12 cylinder Liberty engine.
"There were no planes suitable for the
235 hp 8 cylinder Liberty engine and no
manufacturer with the exception of L WF
would guarantee a suitable plane in less
than sixty days. L WF agreed to adapt a
plane for this engine in ten days after re-
ceiving the engine. They actually delivered
the plane in nine days. The company had a
formal contract to build the plane and their
compensation was $1 .00. This was the
Model F and it was first flown on the 21 st
of August 1917."
LWF's name, by the way, came about
from the first letter ofthe frrm's three founders:
Joseph Loewe, Charles F. Willard and Robert
G. Fowler. Later, Loewe forced Willard and
Fowler out of the company. Henceforth,
Loewe cleverly decided that L WF would
stand for "Laminated Wood Fuselage."
Other correct answers were received
from: Ralph K. Roberts, Saginaw, MI;
Herb deBruyn, Bellevue, W A; Arnol Sell-
ars, Tulsa, OK; James Borden; Menahga,
MN. And a few more were even able to tell
Neal Anders ..... . . . ..... Goshen, NY Adam Keller
C. Kevin Baker . . ..... Morgantown, IN
. . ....... Hillsburgh, Ontario, Canada
John R. Bayer ... . ...... Kirkland, W A
John A. Kerr . . ..... . ...... Logan, UT
Larry D. Belton ........ Greenville, SC
Paul Kneblik .. . ..... W. Richland, W A
Fergus M. Black ... ANACORTES, W A
Larry J. Krutsch ............ Tulsa, OK
H. E. Brodnax ......... . .. Monroe, LA
Charles H. Lott . . .. .. Bayonet Point, FL
Ruel Burkholder ..... Harrisonburg, VA
Todd Low . ..... . ...... Rock Hill, SC
Robert C. Butler . .... . .... Houma, LA
James H. Malloy, Jr. ... . . Glassboro, NJ
Ian H. Byers
Thad D. Mancil, Jr.. . . Abita Springs, LA
. . ....... Southlakes Western, Australia Richard O. Martinson . ... Mt. Horeb, WI
Tina Cade . .. ..... . ... . Bryceville, FL Dennis E. McAlee ..... . . Defiance, MO
Daniel O. Cathey .. .. Cottage Grove, OR Norman McHenry ....... Bozeman, MT
Calvin W. Clark ... Browns Summit, NC John C. Mercer. ...... West Milton, OH
Jerry R. Cobb . ..... Peachtree City, GA John D. Mezera . . ..... . . St. Cloud, MN
Jeffrey M. Collins . .. ... Hackensack, NJ Michael J. Miller.. . . .... . . Tucson, AZ
Gene Coulter... .... ... Brentwood, CA Richard Neufeld ......... Lompoc, CA
Tim Davis . .. ..... .. ... . . Dalzell, SC Kenneth Oder .... .. .. Taylorsville, KY
Richard L. DeLhomme . . New Iberia, LA Carol Ann Paffen . .. .. New Orleans, LA
Jose A. Dominguez.. . .. . Greenfield, IN Richard H. Parshall .... Bloomfield, NY
Kenneth Domke ... .. .. ... Solotna, AK Andrew W. Porter
Raymond E. Donlon
. ........... Spring Lake Heights, NJ
..... .. .... . Washington Township, NJ Michael Roberts ... Winston-Salem, NC
Myron W. Eckel ... .. . Eagle Bend, MN Tom G. Robinson . . ..... Arlington, TX
Pawel Egorov ... . . St Petersburg, Russia Bill T. Salisbury......... Bumpass, VA
Barton George .. ... Mountain View, OK Robert E. Schrier . . . .... . Munford, AL
John R. Gibbons Mark Schultze . . .... .. Cross Plains, WI
. ... . . Sooke, British Columbia, Canada
Ney Senandes . ... . Porto Alegre, Brazil
Doug Gibbs . ..... . ... .. Blacklick, OH
Michael Sheehan ..... . .. Riverside, CA
Donald W. Gilbert .... .. .. Midland, TX
Carl G. Smedal. .. .. . Ft. Lauderdale, FL
Larry F. Graham . . . ..... . .. Perry, GA
Charles Lindberg Stanton
Vernon Gregory .... . .... Swansea, SC ....... ...... .. ... Bennettsville, SC
Renato Grob . ....... Olten, Switzerland John H. Stone . . ......... . Burien, W A
Mike Gugeler.. . ........ Thornton, CO Warren Stratford . . ... . Carmichael, CA
David A. Habecker .. .. .. Tecumseh, Ml Leonard Suchock . .... Loxahatchee, FL
Ken Horowitz ..... . .. . . . Vashon, WA David A. Thompson ..... Buchanan, MI
Galen W. Hutcheson .... . Harrison, AR Mark E. Tomes .. . .. .. . ... . . Novi, Ml
Joseph Hyler ..... . ... Los Angeles, CA Steve C. Turner. New Smyrna Beach, FL
Frank A. Jacob .. . .. .... . Lafayette, LA Steve Verberne ... .. ... . . . Bacliff, TX
Frank D. Johnson ..... Paso Robles, CA John H. Verfuerth ...... Marshfield, WI
JeffR. Johnson ........ . ... Naples, FL Howard A. Weimer, Jr ... Riverside, CA
Billy D. Johnson ..... Montgomery, AL Rudy Wohn.. .. ........... Easley, SC
me the name of the "much revered journal" airplane, kudos to Peter Truesdall, Glen-
I referred to in the column in November. It wood Landing, NY; Ralph Nortell,
was National Geographic magazine - the Spokane, W A; Charlie Gokey, Louisville,
LWF was the subject of a full page ad KY and Chas Smith, Plainfield, IL.
placed by the company on the inside back Send your Mystery Plane correspondence to:
cover of the January 1918 issue of the jour- Vintage Mystery Plane
nal, and it touted the fact the biplane had EAA
just set new speed and distance records. For Po. Box 3086
correctly identifying the magazine and the Oshkosh, WI 54903-3086 ....
VINTAGE AIRPLANE 29
ServicesDirecto!y
EnjoythemanybenefitsofBAAandthe
BAA Antique/ClassicDivision
EAAAviationCenter,PO Box3086,OshkoshWI54903-3086
Phone(920) 426-4800 Fax(920)426-4873
WebSite:http://.eaa.organdhttp://www.flyin.org E-Mail:Vintage@eaa.org
EAAandDivisionMembershipServices
800-843-3612 .. FAX920-426-6761
(8:00AM-7:00PM Monday- FridayCST)
New/renewmemberships:EAA, Divisions
(Antique/Classic.lAC, Warbirds),National
AssociationofFlightInstructors(NAFI)
Addresschanges
Merchandisesales
Gift memberships
ProgramsandActivities
Aircraft(GeneralQuesti ons) ....920-426-4821
Auto FuelSTCs .......... . . . ...920-426-4843
Build/restoreinformation ......920-426-4821
Chapters: locating/organizing..920-426-4876
Education.............. ..... ..920-426-6815
EAAAirAcademy
EAAScholarships
EAAYoungEaglesCamps
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TechnicalCounselors... ... . ...920-426-4821
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Benefits
AircraftFinancing(GreenTree) ..800-851-1367
AVEMCO .....................800-638-8440
AUA .........................800-727-3823
Editorial
Submittingarticle/photo;advertisinginfonnation
920-426-4825..FAX920-426-4828
EAAAviationFoundation
ArtifactDonations.............920-426-4877
FinancialSupport . ............800-236-1025
MEMBERSHIPINFORMATION
EAA
MembershipintheExperimentalAircraftAssoci-
ation,Inc.is$40 foroneyear ,incl uding 12
issuesofSPORT AVIATION. Familymember-
shipisavailableforan additional$10annually.
Juni orMembershi p(under19yearsofage)
isavail abl eat$23annuall y.All majorcredit
cardsacceptedformembership.(Add $16for
Foreign Postage.)
ANTIQUE/CLASSIC
CurrentEAA membersmayjointheAntique/
Cl assicDivisionand receiveVINTAGE AIR-
PLANE magazineforan additional$27peryear.
EMMembership,VINTAGE AIRPLANE mag-
azi ne and one yearmembershipinthe EAA
Antique/ ClassicDivision isavailablefor$37 per
year(SPORT AVIATION magazine notincluded).
(Add $7for Foreign Postage.)
lAC
CurrentEMmembersmayjointhe International
AerobaticClub,Inc.DivisionandreceiveSPORT
AEROBATICS magazineforan additional$40
peryear.
EMMembership,SPORT AEROBATICS maga-
zine and one year membershi p i n the lAC
Division isavailablefor$50 peryear(SPORT
AVIATION magazine notincluded).(Add $10 for
Foreign Postage.)
WARBIRDS
CurrentEMmembersmayjointheEMWar-
birdsofAmericaDivisionandreceiveWARBIRDS
magazineforanadditional$30peryear.
EMMembership,WARBIRDS magazineand
oneyearmembershipintheWarbirds Division is
availablefor$40peryear(SPORT AEROBATICS
magazinenotincl uded).(A dd $7for Forei gn
Postage.)
EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazineforan additional
$18peryear.
EMMembershipand EAAEXPERIMENTER
magazineisavailablefor$28peryear(SPORT
AVIATION magazine not included). (Add $8for
Foreign Postage.)
FOREIGN MEMBERSHIPS
Pleasesubmityourremittancewithacheckor
draftdrawnon aUnitedStatesbankpayablein
UnitedStatesdollars.Add requi red Foreign
Postageamountforeach membership.
Fly-In Calendar
Thefollowinglistof comingeventsisfur-
nished to our readers as a matter of
information onlyanddoes notconstitute
approval,sponsorship, involvement, control
ordirectionofanyevent(fly-in, seminars,
fly market, etc.) listed. Pleasesendthe
informationto EAA, Au:Golda Cox, P.O.
Box3086, Oshkosh, WI54903-3086. Infor-
mat ion should bereceivedfour months
priorto theeventdate.
FEBRUARY6-8-MlNNEAPOLIS,MN-MNSport
AviationConference/FlightExpo. 612/296-9853.
FEBRUARY 6-8 - NEW ZEALAND- Sport
Aviation Expo. MatamataAirfield. 092669221
FEBRUARY 7-8- GRIFFIN,GA- EAA SportAir
Workshop. 800/967-5746.
FEBRUARY 21-22 -PUYALLUP, WA- 15th
AnnualAviation Conference/TradeShow.
253/588-6098.
FEBRUARY 21-22- CHINO, CA- EAA SportAir
Workshop. 800/967-5746.
FEBRUARY21-22-RIVERSIDE,CA- EAA Chapter
IOpen House/Fly-In. 909/686-1318.
FEBRUARY 2S-26-EDWARDSVILLE, IL- 24th
AnnualAviationMaintenance/ExhibitSeminar.
618/536-3371.
FEBRUARY26-28- BILLfNGS,MT-MontanaAvi-
ation Conference- Holiday Inn. Workshops,
seminars, nanonallyrecognizedspeakers,tradeshow.
Info: Montana AeronauticsDivision, P.O. Box
5178, Helena, MY59604. Phone: 406/444-2506.
MARCH 6-8- CASA GRANDE, AZ- Casa Grande
Airport.40thAnnualCactusF(v-In, ArizonaAAA.
Contact:JohnEngle602/891-6012 (daysonly).
MARCH 2l-22- DENTON,TX- EAA SportAir
Workshop.800/967-5746.
APRI L4-S- MINNEAPOLI S, MN- EAA SportAir
Workshop.800/967-5746.
APRIL19-2S- LAKELAND, FL- 24thAnnualSun 'n
FunEAA Fly-InandConvennoll. 941/644-2431.
MAY 1-3 - CLEVELAND,OH- 14thAnnualAir
RacingHistorySymposium. 216/255-8/00.
MAY 3-DAYTON,OH- Moraine AirPark. EAA
Chapter4835thannualFly-Inbreakfast. Lotsof
antiqueson thefield,flea market, awards, dis-
plays. 937/878-9832.
JUNE 12-14- MA TTOON, IL- Coles CountyMemo-
rialAirport(MTO). LuscombeFly-ln.Forinfor
call217/234-7120.
JUNE20-21- RUTLAND,VT- RutlandStateAir-
port,EAA Chapter968 TaildraggerRendezvous
pancake onFathersDayweekend. For
infocallTomLloyd, 802/492-3647.
J uly29-August4- 0SHKOSH,WI-46thAnllllal
EAA Fly-III alldSportAviation COll vention.
Wittmall RegionalAirport ContactJohn Bur-
tall , EAA, P.O. Box 3086, Oshkosh, WI
54903-3086. 9201426-4800_
MembershipduestoEAA andit sdivisionsarenottaxdeductibleascharitablecontributions.
30 FEBRUARY 1998
THE NEW
CITATION HVlP
COMBO SYSTEM
WAS A BIG HIT AT
OSHKOSH!!
IfyouhappenedtostopbytheAntique/ Classic
Builders Workshop at the convention you
probablysawournewrespirator/paintsprayer
system atwork. Manyofyoustoppedbythe
Fastech booth to get a closer look at this
uniquesystem.
Becauseofthe
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Totalsystempricedatjust$799.00
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qualityClassicinterior
Completeinteriorassembliesfordo-ityourselfinstallation.
Customqualityateconomicalprices.
Cushionupholsterysets
Wallpanelsets
Headl iners
Carpetsets
Baggagecompartmentsets
Firewallcovers
Seatslings
Recoverenvelopesanddopes
Freecatalogofcompl eteproductline.
Fabric Selection Guide showing actual sampl e colors and
stylesofmaterial s:$3.00.
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ail1:ex!;RODUCTS, INC.
259LowerMorrisvilleRd., Dept.VA
Fallsington,PA19054 (215)295-4115
The Pride ofTatums
- Continuedfrompage 6-
Asamatteroffact,IthinkthatPaulsValleyistheclosestat20miles
as thecroworCessnaflies.Thepopulationhasto beabout 100 orso.
Theroadatonetimewentthroughtown,butit'sbypassednow.Theone
centerpointoftownis thecombinationgrocerystoreandpostoffice.A
few blocksclosertothe highwayisaconveniencestorethatsellsgas.I
filled up andchargeditjusttoget"Tatums"onmycreditcardstatement.
ItwasprobablyherethatImashedthe sortbuttonanddecidedthatI
wouldnametheairplane"TatumsSomething"or"SomethingTatums."
Ifthe Zip Codehad been from downtown Hartford orasectionof
Staten Island,itwouldhave heldnocharm,butasmall town in themid-
dleofnowhere- Ilike that! (Myserial number,10303,isaZip Code
onStaten Island.)
Idecidedon"THEPRIDEOFTATUMS."Iwantedsomethingalit-
tle moreflashythan plainblock letterson theside ofthe cowling.I
wantedit to lookperhaps likesomethingthatP.T. Barnumwouldhave
ononeofhisbannersat aside show. Withthe helpofalocal signshop,
Ipickedthe right letteringfrom acomputerized font. Westyled itina
sweepingcurvethatwouldfit nicelybehind the sidewindows.The
folks therewhipped up some vinyl letteringfor bothsides.Itwenton
easy,and hasmadeagoodstoryeversince.
Ioftencarryaroundanumericalli stofZipCodesand look up num-
bersfor friends whohaven'tevenaskedmeto.
Ihaveaspecial feeling in my heartfor the town ofTatums,Okla-
homa.There isnothingthat binds me exceptfor an essentiallyrandom
matchingofnumbers. Itwas reall yafluke that Iwasableto drive
throughthelittle town verycloseto the time thatIwasthinkingabout
all ofthis. Alotofthingsjustfell intoplacefor me.Theymightfall into
placeforyou,too.Giveitsomethought.
Ifyouhavefive numbers(no letters)in yourNnumber, andare in-
terested,call yourlocalPostOfficeandtell themyou wantto knowthe
locationofZip CodeXXXXX. Ifthe personwho answersthephone
can'tfigure outhow to do that, tell him thatthere is anumericallisting
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VI NTAGEAIRPLANE 31
TerenceA. Dolan
Twin Falls ID
Commercial cerlificate
Single-engine and single-
engine seaplane ratings
1624 total hours
Member: Twin Falls
Flyers flying club and
Snake River Brush pilots
Association
AUAis
EAAAntique&
Classic Division
Membercall
8008433612
''Thecostofinsuring my L-6 through AUA
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Remember,
We're Better Together!
AVIATION UNUMITED AGENCY
The EAA 4ntiquejClassic
Dhlision Needs Your Help!
Share the Excitement ofEANs
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Ifyou love the airplanes ofyesteryear, chances are
you know other people who love them too. Help
the Antique/Classic Division grow byrecruiting
newmembers.
The EAAAntique/Classic Division is a person's
best resource for information and stories about
Antique, Classic and Contemporary aircraft and
the people who fly them.
As a member, you already know what being an
Antique/Classic member is all about, or do you?
As a member, you receive:
12 color-filled issues of VINTAGE AIRPlANE, the
official magazine of the Antique/ Classic
Division.
The exclusive "members only" Antique/Classic
aircraft insurance program administered by
AUA,Inc.
During EAA OSHKOSH, educational work-
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Recruit just one new member and receive a stylish
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Recruit two new members - in addition to the
cap, get anNC jacket patch and a free video tape.
Sign up three new members and you'll also
receive a FREE one year NC Division member-
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Use the new member application form enclosed
within this issue of VINTAGEAIRPIANEto sign
up your new member. Don't miss this chance to
enroll a friend!
NEW MEMBER
CAMPAIGN
HELP YOUR DIVISION GROW!
1)1 SunnyDay"

Vintage Airplane - Feb 1998

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