vintage airplane - apr 1988

8/12/2019 Vintage Airplane - Apr 1988

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STR IGHT ND LEVEL

by Bob Lickteig

More heartbreaking news.I realize that some of this material

was published in the N News columnof the March issue of THE VINTAGEAIRPLANE, but I feel it is importantenough to call to your attention again.

Remember the old saying goingaround the aviation community - bythe time you can afford to purchase a

restored antique or classic aircraft you are probably too old to fly it. Thatmay be more true than you think.

In the current Waco Pilot the club'snewsletter, Ray Brandly of the National Waco Club makes the statement ," Wacos being sold into oblivion ."

The newsletter continues, "We usually begin the first issue of a new yearwith pleasant memories of all thebeautiful Wacos that were restored,flown and displayed the previous year .t now appears that there will be at

lea st five of these that will not flyagain."

Take the case of a newly restoredUPF 7 which was totally destroyed

Oblivion!ing en route home. A qualified co-pilotprobably could have prevented this.

Another case, a YKS-7 was flownon a demonstration flight for a prospec

tive new owner when apparently fuelstarvation caused a forced landing ona golf course resulting in major damage.

A new owner was being checkedout in a ZKC-S by an incompetentinstructor. Evidence points to landinggear damage on a previous landing anda landing speed of at least 20 to 30mph faster than normal. Again majordamage.

Did you count them? That's fiveprestigious aircraft that were lost inone year, and all indications point topilot error.

George York, secretary/treasurer ofthe Staggerwing Club reports the following similar cases that also couldhave been prevented.

Casel :"A well-qualified tailwheel pilotpurchased a Staggerwing but when hewent to pick it up the seller was onanother business call . The new ownerwanted to get going to be home beforedark, so he departed without a checkout.

"The new owner decided to land ona sod field nearer home as dusk approached. The electrically retractablegear didn't go all the way down and tothe surprise of the pilot the manualcrank handle turned very, very easily,in fact it spun freely and the gear didn'tmove. The pilot made a good landingconsidering the situation and the plane

Another well-known Staggerwingeradvised the new owner that the slidetubes were very dirty (plane had sat awhile) and that he should clean and

lubricate them before flyingif

the gearwas to be raised or lowered . This wasignored On the first landing on theway home the gear failed to extendcompletely. The result was a partialwheels-up landing. The plane neededa new prop and other repairs.

Case 3:"Two experienced IFR pilots picked

up a good D l7S on the coldest day ofthe year. The engine was preheatedand the pair left for home .

"The weather was IFR and theairplane was IFR equipped althoughnot certified. The first indication oftrouble was the smell of electricalsmoke while in instrument conditions .The pilots made a successfulemergency landing with the crash

equipment standing by ."The cold weather apparently forcedthe gear motor into overload, and thegear didn't retract fully. On someStaggerwings it is necessary to handcrank one or two notches (a fraction ofa tum) to ensure that the gear is completely retracted and the gear motor isturned off. In this case the gear motorcontinued to run and the circui t breakers failed to open, causing an electricalfailure."

I have been through the problem ofselling a restored antique . When theprospective purchaser is standing therewith a cashier's check in his hand andno arguments it's difficult to say no


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Ttir

APRIL 1988 evol 16, No.4

PUBLICATION STAFFPUBLISHER

Tom Poberezny

VICE -PRESIDENTMARKETING & COMMUNICATIONS

Dick Matt

EDITORMark Phelps

ART DIRECTORMike Drucks

MANAGING EDITOR/ADVERTISINGMary Jones

ASSOCIATE EDITORSNorman Petersen

Dick Cavin

FEATURE WRITERSGeorge A. Hardie , Jr.

Denn is Parks

ED ITORIAL ASSISTANTCarol Krone

STAFF PHOTOGRAPHERSJim Koepn ickCarl Schuppel

Jeff Isom

EAA ANTIQUE/CLASSICDIVISION, INC.

OFFICERSPresident Vice Pres ident

R. J . Lickte ig M.C. "Kelly " Viets1718 Lakewood RI.2 , Box 128

Albert Lea , MN 56007 Lyndon , KS 6645 1507 /373-2922 913 /828 -3518

Secretary TreasurerGeorge S. York E.E. " Buck" Hilbert

181 Sloboda Ave . P .O . Box 145Mansf ield, OH 44906 Union , IL60180

419 /529-4378 815 /923-4591

DIRECTORSJohn S . Copeland Philip Coulson

9 Joanne Drive 28415 Spr ingbrook Dr .Westborough, MA 01581 Lawton, MI49065

617 /366 -7245 616 /624-6490

William A. Eickhoff Stan Gomoll41515thAve ., N.E. 1042 90th Lane, NE

SI. Petersburg , FL 33704 Minneapol is , MN 55434813 /823-2339 6121784-1172

Dale A. Gustafson Espie M. Joyce, Jr.7724 Shady H ill Drive Box 468Indianapolis , IN 46278 Madison , NC 27025

317 /293-4430 919 /427-0216

Arthur R. Morgan Gene Morris3744 North 51 st Blvd. 115C Steve Court , R .A. 2Milwaukee, WI 53216 Roanoke, TX 76262

414 /442 -3631 817 /491-9110

Daniel Neuman Ray Olcott1521 Ber ne Cir cl eW. 104 Bainbridge

Minneapolis, MN 55421 Nokornis, FL 34275612/571-0893 813 /488-8791

S H "W " S h id

Copy right "'1988 by th e EAA Antique /Class ic Divis ion , Inc . All rights reserved .

FRONT COVER Cruising over the lush Wiscons in farm land in Pthe ir restored Piper PA-12 "Super Cruise r are Bill Juranich at the age 18controls w ith Joe Juranich in the rea r seal. See page 17 for the storyof th is 20 year restoration . (Photo by Car l Schuppe l)

BACK COVER BOEING B-1 . Having built HS-2L liying-boats forthe Navy , Boe ing decided to produce a similar type for commercialuse . The B-1 powered by a Liberty engine appeared in 1919 and wassold to Eddie Hubbard who was the first private contractor paid by thegovernment to carry United States Mail . His route was from Seattle toVictoria . British Columbia .It was retired e ight years later after wearing out s ix engines and liying350,000 miles. It is now owned by the Seattle Historical Society . Cananyone explain the registration letters?

Contents2 Straight and Level /by Bob Lickteig

4 AlC News /by Mark Phelps

5 Type Club Activities /by Mark Phelps

6 Calendar

7 Letters to the Editor

8 Welcome New Members

1 A Catalyst Hazard /from Flight SafetyFoundation

11 A Gathering of the Clan /by Ronald Ferraro

13 To Moscow and Back/by Bill Allen

1 4 The Time Capsule /by Jack Cox

16 Vintage Seaplanes /Norm Petersen

17 20 Year Rebuild /by Norm Petersen

2 Vintage Literature /by Dennis Parks

22 Our Last Project-Really! Part Two /

by Eileen Macario28 Mystery Plane /by George Hardie Jr .

29 Vintage Trader

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Compiled by Mark Phelps

Antique/Classic Parade of FlightOshkosh '88

The annual Antique /Classic Parade

of Flight for Oshko sh '88 will b estaged Monday, August I a s the mainevent of the afternoon air show. Theonly other air show acts will be theindividual aerobatic routines whichwill follow the parade . There will alsobe a fly-by time reserved for the pastAntique /Class ic champion aircraft thatattend Oshkosh '88.

Since the parade is scheduled for

Monday , Chairman Phil Coulson willcontact members who have previouslyflown in the event for registrationthrough the mail. The event this yearis planned to be the largest in our history. f you are not contacted and youwish to participate, check in at Antique/Classic Headquarters by SundayJuly 3 for details. Briefing for theparade will be at A/C Headquarters at1 00 p .m . Monday August I. For moreinformation, contact Phil Coulson,28415 Springbrook Drive, LawtonMichigan, 49065. Tel. 616 /624-6490 .

Oshkosh '88 River Boat CruiseThe EAA Antique /Classic Division

will again sponsor the annual RiverBoat Cruise on Saturday evening July30 during Oshkosh '88, sailing at 8:00p .m. from the Pioneer Inn dock .

To ensure a comfortable evening forall, ticket sales will be limited to 220persons aboard the Valley Queen II .To give everyone an opportunity topurchase tickets, the committee hasarranged for the advanced sale of tic

sold through the mail will be availableon a first-come basis at the A/C Headquarters Red Barn at Wittman Field,Oshkosh '88. The tickets will go fastso be sure' to order earl y

EAA Air Academy Series OpensThe Premier EAA Air Academy

Weekend was presented last Januaryin Frederick, Maryland, home of theA VEMCO Insurance Company, national sponsor of the Academy program . Dedicated volunteers and eageryouth "shared the skills and lore ofaviation " in an abbreviated version ofthe 16-day program held at the A viation Center each summer. The programconsists of three activity areas including clas sroom and hands -on experiences with full-size aircraft components and aeromodeling.

The concept of having Air Academyactivities across the nation has grownrapidly beyond the Headquarters-ledprograms planned for this year in Min

neapolis /St. Paul, Indianapolis , Tulsa ,Toronto and the Sun ' n Fun site. Aplan is being developed for representatives from EAA Chapter s across thenation to be trained in the presentationof similar programs that will be presented on an on-going basis .

A special thank -you to the AVEMCO insurance companie s , theAcademy of Model Aeronautics, the

Frederick Community College and themany volunteers who stepped forwardto share their love of aviation with thenext generation.- Chuck Larsen, education director.

EAA Air Academy ScholarshipApplications Now Available

Contact the Education Office at theEAA Aviation Center to help youryoungster or someone you know enjoythe aviation experience of a lifetime atEAA Air Academy '88 and/or explorethe possibility of securing financialsupport for their pursuit of aviationand career goals. Contact EducationDirector, Chuck Larsen, EAA A Via

wan was preparing to tear down an oldbam on his property . t seems thatthere was some sort of old airplane inthe bam and Roy started to haul thehulk off to the dump when it occuredto him that someone might find it ofvalue . David Maude, curator of theCommonwealth Military AviationMuseum at Pat Bay , did indeed jumpat the chance to save a rare vintageairplane .

All five Sea Rovers were so ld to theColumbia Development Company, aToronto-based mineral explorationfirm. The seaplanes were fitted withcanopies and participated in the huntfor gold in the northern lakes and rive r s - a hunt that was largely un successful and the planes were sold. Maudebelieves that the airplane found in Duncan was CF-ASV . Its reg istrationlapsed in 1935 and was la st known, in1939, to be stored in Alice Farm , wellup the coast from Duncan. How itwould have found its way south no one

yet knows, but its clear that theairplane was in the bam for some time.The farm was once owned by MartinBraden, a sawmill operator who soldthe land and buildings to Barne s 'father: Braden had the engine runningabout 25 years ago , according to whatBarnes was told, but the engine wasthen disassembled and laid out on abench where it remained ever since .

"Lots of people knew it was in therebut nobody gave it much notice," saidBarnes about the airplane. Maude anda team from the museum were able torecover the magnetos, connectingrods, camshaft and some gears fromthe dump and a surprising amount ofthe airframe is intact. The plywoodand metal hull was long since strippedand burned but will be easy to reproduce from drawings-a good summerproject for museum volunteers. "Youcould almost call this the find of thedecade," said Maude, "[the parts] havebeen sitting in this bam for about 50years."

The flying boat's six-cylinder Cur


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CALENDAR OF EVENTS

APRIL 1D-16 - LAKELAND. FLORIDA - 13thannual Sun 'n Fun EAA Fly-In at LakelandMunicipa l Airport . Conta ct: Sun 'n Fun Headquarters . 3838 Dranefield Road . P . O . Box6750 . Lakeland . FL 33807 . phone 813 /6442431 .

APRIL 16-17 - WASHINGTON . DC - 8th AnnualAir and Space Museum Tour - Garber facility .Dinner speaker of note . Limited to 200 . Contact: Chapter 4 Museum Tour . 2602 ElnoraStreet . Wheaton . MD 2090 2. 3 1 /942 3309 .

APRIL 16 - LOVELAND. TEXAS - EAA Chapter19 Fly-in break1ast (8:00 a.m .) and lunch (12:00

noon) . Loveland Airport. Contact: John Smith .28266 2nd Street . Lubbock . TX 79413 . 806 /793-7889 .

APRIL 3D-MAY 1 - WINCHESTER . VIRGINIA-EAA Chapter 186 Spring Fly-In at Muni cipalAirport . Trophies for winning showplanes. Pancake breakfast Sunday . Annual Apple BlossomFestival downtown . All welcome . Conta ct:George Lutz . 703 /256-7873 .

MAY 21-22 - NORTH HAMPTON . NEW HAMPSHIRE - 121h Annua l Aviat ion Flea Market atHampton Airfield . Any1hing aviation relatedokay . Food available . Contact: 603 /964-6749.

MAY 21-22 - HAMMOND . LOUISIANA Louisiana Balloon Festival and EAA Air Showsponsored by EAA Chapters 244.261 and 697 .Trophies . Louisiana Championship Fly-InSeries Event No.1. Contact: Jim Riviere. 604Chambertin Drive . Kenner . LA 70065 . 504 /4671505 .

MAY 21-22 - LIVE OAK. FLORIDA - FloridaSport Aviation Antique and Classic Association . EAA AlC Chapter 1 Fly -In at KittyhawkEstates . Contact: Rod Spanier . 502 Jamestown Avenue . Lakeland . FL 33801 . 813 /6655572 .

MAY 27-29 - WATSONVILLE . C A L I F O R N I A -24th West Coast Antique Fly-In and Air Showat Watsonville Airport . Contac t: WatsonvilleChamber of Commerce . 408 17 24 3849 .

MAY 27-29 - LAKE GENEVA . WISCONSIN 2nd Annual Twin Bonanza Association convention at the Americana Lake Geneva Resort .Contact: Twin Bonanza Assoc iation . 19684Lake s hore Drive . Three Rivers . M149093 . 616 /

JUNE 4-5 - INDIANAPOLIS . INDIANA - 1st Annual Airplane Gathering . salut ing re plic a . military . classi c and sport air craft at Mt. ComfortAirport . Sponsored by the EAA Chapter 900and the Central Indiana Sport Flyer Association. Contact: Fred Jungclaus . 317 /636-4891(days) or 317 /342-3235 (eve s .

JUNE 5 - DEKALB, ILLINOIS - EAA Chapter241 Breakfast at DeKalb-Tay !or Mun icipal Airport from 7 a .m . to noon . Contact : Jerry Thornh ill. 312 /683 -2781 .

JUNE 1D-12 - MIDDLETOWN . OHIO - 4th National Aeronca gathering. celebrating the 60th

anniversary of Aeronca . including tours of theAeronca factory and the U .S.A.F . Museum .Banquet on Saturday night w ith speakers andjudged air c raft awards . Contact : JimThompson . Box 102 . Roberts . IL 60962 , 217 1395-2522 .

JUNE 11-12 - HILLIARD , FLORIDA - Flor idaSport Aviation Antique and Classic Association . EAA AlC Chapter 1 Fly-In at Hilliard AirPark . Contact: Rod Spanier . 502 JamestownAvenue . Lakeland . FL 33801 . 813 /665-5572 .

JUNE 11-12 - MANSFIELD . LOUISIANANorthwest Louisiana Fly -in. DeSoto Parish Air

port . Sponsored by EAA Chapter 343 . FlyingEvents . aircraft judging . camping . LouisianaChampionship Fly-In Series Event No . 2 . Contact: Larry Pierce . Route 5 . Box 585 .Shreveport . LA 71107 . 318 /929-2377 .

JUNE 12 - AURORA . ILLINOIS - EAA Chapter579 Fly-ln /Drive -ln break1ast and airportlFBOopen house . Aurora Municipal Airport . Contact:Alan Shackleton. 31 21 466 4193 or Bob Rieser .Airport Manager. 3121466 7000 .

JUNE 14-19 - OKLAHOMA CITY . OKLAHOMA- Aerospace America 1988 Air Show andTrade Exposition . Contact: Tom Jones . Air

Show Director 405 /681-3000 .JUNE 17-19 - EL CAJON . CALIFORNIA - 6th

Annual West Coast Travel Air Fly-In. Join thebiplane fun . Contact: Jerry Impellezzeri . 4925Wilma Way. San Jose . CA 95124 .

JUNE 18 - NEWPORT NEWS. VIRGINIA - 16thAnnual Colonial Fly-In sponsored by EAAChapter 156 at Patrick Henry Airport . Contact:Chet Sprague . 8 Sinclair Road . Hampton . VA

Wa co Club . 700 Hill Avenue . Hamilton . OH450 15.JUNE 24-26 - PAULS VALLEY . OKLAHOMA-

Ok lahoma City Chapter of AAA Fly-In . Contact:Don Carry . 405 17 37 1604 or Bud Sutton . 405 /392-5608 .

JUNE 25-26 - ORANGE . MASSACHUSETTS 121h Annual New England Regional EAA F ly-Insponsored by EAA Chapter 726 . Vendors . fleamarket . food . trophies . Contact: RichardWalsh . Municipa l Airport . Orange . MA 01364 .627 /544-8189 .

JUNE 29-JULY 2 - AMES. IOWA - Ercoupe

Owners Club Nat ional Convention . Ames Airport . Contact: Sh irley Brittian . 2070 Hwy . 92 .Ackworth . IA 50001 . 515 /961 -6609.

JULY 8-10 1 6 t h Annual Taylorcraft Fly-In /Reunion at Barber Airport . three miles north of A lliance . Food . fellowship and flying . Chat withthe people who bu ilt your Taylorcraft . Contact:Bruce Bixler . 216 /823-9748.

JULY 10 - WILLIAMS . ARIZONA - 3rd Annua lFly-In Breakf a st at W illiams Municipal Airport .Sponsored by EAA Chapter 856 . Awards anddisplays . Conta ct: Larry Ely . 60 635 2978 or2151 .

JULY 17-22 - FAIRBANKS. ALASKA - International Cessna 170 Association Convention atFairbanks Internat ional Airport . Conventionsite : Sophie Station Mote l. Contact: ConventionChairmen . Rick and Cheryl Schikora . 1919 Lathrop. Drawer 17 . Fairbanks . AK 99701 . 907 /456-1566 (work) . or 907 /488-1724 (home) . Remember the time difference .

JULY 2 1 2 2 DAYTON . O H I O Day10n Air andTrade Show at Day10n Internationa l Airport.Contact: Rajean Campbell . 513 /898-5901.

JULY 29-AUGUST 5 - OSHKOSH . WISCONSIN- 36th annual International EAA Conventionand Sport Aviation Exhibition at Wittman Field .Contact: John Burton. EAA Headquarters.Wittman Airfield . Oshkosh . WI 54903-3086 .

AUGUST 20 - WINTER HAVEN. F L OR I DA-Florida Sport Aviation Antique and C lassic Association . EAA AlC Chapter 1 Fly-In at GilbertField Mun icipal. Contact: Rod Spanier . 502Jamestown Avenue . Lakeland . FL 33801 . 813 /665-5572 .


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etters TO The Edito


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WELCOMEN W MEMBERS.

he following is a listing o new members who have joined the EAA Antique/Classic Division (through December 15 1987 . Weare honored to welcome them into the organization whose members common interest is vintage aircraft. Succeeding issues oTHE VINTAGE AIRPLANE will contain additional listings o new members.

Valle,CarlosMadrid , Spa in

Vlntro Jr ., JosephLakev ille. Massachusetts

Mathison, KeithCalgary , Alberta . Canada

Uewellyn, James P.Bedlord , Pennsy lvania

Herlel, Edward A.Appleton , Wisconsin

Worl


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ORGANIC PEROXIDE T LYSTHAZARDSeveral carriers and fixed base

operators have recently reminded theirmaintenance personnel of potentiallyserious hazards in the use of certaincatalysts used to "lay up" fiberglass oras hole fillers .

Methyl ethyl ketone peroxide(MEKP) is in the family of organicperoxides that are intrinsically unstableand, in large quantities, potentially destructive. In using them, mechanics

must observe definite safety precautions and have a knowledge of theirpotential .

At a safety conference, an eyespecialist urged caution in the use ofcatalyst or hardener that is added to thefiberglass resin before the resin isapplied. The specialist said a drop ofthis catalyst in the eye will progressively destroy the tissue and result inblindness . This will occur in some instances even when an attempt has beenmade to wash the catalyst from the eye .

Furthermore, once the chemical hasbegun to destroy the eye , there is noknown way of stopping the destructionor repairing the damage .

The specific toxic agent involved isMEKP. In laboratory tests MEKP in

solutions of varying concentrationswas found to cause eye problems ranging from "irritation" to "severe damage." The maximum concentrationproducing no appreciable irritation wasa solution containing 9.6 percent

MEKP.Material published on the subject in

dicates that washing_an affected eyewithin four seconds after contamination prevented injuries in all cases, butno known chemical neutralizer hasbeen reported .

Suggested protection for catalystusers is protective glasses and the immediate availability of a bland fluidsuch as water for a thorough washingof the ocular tissues .

Reports of one experience describeddisastrous results. The victim had botheyes contaminated while fiberglassinga chair at home. Although he made aneffort to wash out his eyes, severalminutes apparently elapsed before hefound water. The use of one eye waslost immediately, the other gradually

deteriorated over a period of abouteight years . Its deterioration was described as resembling that resultingfrom World War I mustard gas bums.

The hazard associated withfiberglass resins was previously unknown to those attending the safetyconference, although many had usedfiberglass resin at home or at work.

This hazard also may be unknown toyou and to your family members whomay have occasion to use a similartype of resin and catalyst when working with fiberglass or hardeners usedin liquid casting plastic .

etters To The Edito'


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The occasion is the third annual flyin of the Tennessee Taildragger's Association at what is proudly called thefinest 2,200-foot sod strip in the stateand the official home of this laid backgroup .

Who are the Tennessee Taildraggers? Thirty -one dedicated taildraggerpilots and their families who havetaken it upon themselves to preserve adying tradition flying airplanes withlittle wheels in the back. Together theyhave built themselves a grass runwayat what is officially Franklin WilkinsAirport in Lexington, Tennessee, about100 miles east of Memphis . n additionto constructing the grass runway, theTaildraggers also maintain it and mowthe entire sod parking and tiedownareas as well. The airport does have ahard surface runway of course but theTaildraggers disdain its use and prefer

the more traditional sod .Once a year this unlikely fraternityinvites one and all to visit and enjoyturf flying, old airplanes, fried catfishand genuine Tennessee bar-B-que .There is no charge, there is no airshow, but there is good company, oldairplanes whose owners are alwaysready to swap rides and hangar gossipa-plenty to enjoy. t is a time to renewold friendships and start new onesamong those who share a special bond.It is also a time for a l5-year-old futurepilot to have his first Stearman experience.

The fly-in has proven tremendouslypopular and grows each year with moreairplanes registered every time . Thisyear there are Stearmans , a BambooBomber, Mustang and other exoticairplanes in attendance but the essenceof the fly-in is captured by the Spirito red a well used Luscombe flowndaily by a member of the locally famous Tullahoma Bunch . While mostof the se airplanes are not showplanes

A Cessna 195 shooting touch and goes

Contrary Mary announces her arrival.


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TO M O S C O W A N D B A C K

by Bill Allan(EAA 278890)Route 1, Box 94

Dike, Texas 75437

t was a bumpy fall day as I flew myLuscombe 8A for the last time . I hadagreed to sell it and was taking it to itsnew owner. The new owner wasn'treally new he had owned the plane for

equal a total o 12,678 miles. Accord-

ing to my atlas that would be morethan enough miles to take me to Mos-cow and back. So , if you were expect-ing to read o MiG dogfighting with an8A, forget it I didn't really take it toMoscow, but I could have. Besides, Ithink I had more fun going to the manylittle airports I flew into than I everwould have had going to Moscow. Atalmost every airport it seemed a gray-haired pilot would walk out, take alook at the 8A and announce, I usedto own a Luscombe, best plane I everhad. Never should have sold it.

Standing on the ground , I watchedGlen take o and slowly disappearfrom sight. I felt a little sad to see the8A go but felt satisfied that it hadmade a better pilot out o me, so I wasglad to have flown it. Anyhow, I wasalso kind o excited as there were onlyfour days until I could go get my nextairplane and start over again. Butsomeday, when my hair gets all gray,I'll bet I'll see a Luscombe land at anairport somewhere, admire it for a mo-ment, then walk over and say, I usedto own a Luscombe, best plane I ever

had. Never should have sold it.

foot obstacle (power lines), a little slipand when I started to flare, a gust owind came up . I added power, but

finally the Luscombe touched downgently as if to say, just wanted to seeif you were on your toes.

Glen and I talked a moment, thenwent into the house to sign the papers .When we came out o the house it wasGlen's Luscombe again He looked at


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--.;.;..;. ___ ...Ia: old bird?

The Time ap_s_u_ _e Y_J_aC_k_CO_XPhotographs are time capsules a fleeting instant frozen forever . preserved for future generations to use as a peephole to

the past. The EAA Foundation has thousands of negatives that have been donated by photographers . . . or their estates . . . whoattended great events of the 1930s like the Cleveland ir Races or simply haunted their local airports to photograph the airplanespassing through . These priceless peeks at aviation s Golden Age deserve to be seen . and we intend to present a few of them eachmonth in this new feature. ny additional light readers can shed o any of the aircraft is welcomed. This month s photos are from theSchrade Radtke Collection .

C8795, Serial Number 180, is one of 48 CessnaAWs built in 1929 and 1930. With its ring cowl,big wheel pants and non-standard paintscheme, it is obviously someone s customized

* job. Photographed sometime in the mld-1930s,it probably has been recovered or , at least , repainted since leaving the factory, as evidencedby the missi ng Cessna logo on the vertical fin.Does anyone have any information on this racy

Art Chester runs up his Menasco C6S4 powered Goon named after a character in the Popeye comic strip. Raced in 1938 and 1939 Chesterfinished second in the Greve Trophy Race in 38 and won in 39 at a record speed of 263.39 mph. Note the little flat disc on the tip of thespinner. This was the pitch change actuator for the 2-position Ratier propeller. Made in France, its hub was pumped up with air to 80 psibefore each flight, which forced the spring loaded blades back into flat pitch for take-off. At about 150 mph, the force of the air on thedisc forced it backwards, releasing the air in the hub and allowing the blades to spring back into high pitch for racing speeds. Chesterdied in the crash of one of his Goodyear racers at San Diego in 1949, but the Goon still ex ists - owned today by John W. Caler of Encino, CA.


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Originally built as a 4-place Sikorsky S-39-A, NC 805W was modified by the factory into a 5-place S-39-B. Both models were powered bythe P W R-985 Wasp, Jr., rated in 1930 at 300 hp. The extension of the rudder below the horizontal tail is the principal visual differencebetween the A and B models. The most famous S-39 was one used on the Martin Johnson expedition to Africa in the 1930s. What appearsto be Steve Wittman's Chief Oshkosh is just behind the Sikorsky's nose, with just the landing gear and a wing visible.

The Bleriot 110 "Joseph Le Brix (named after a French distance flyer who had died in a crash during a record attempt) was one of 3special aircraft ordered by the French Air Ministry for upholding French pride during the era of record flights in the late 1920s and early1930s. It set a world's duration record of 67 hours 53 minutes in December of 1930 and set a world's closed course distance record of6,703.5 miles in March of 1932, with pilots M. M. Bossoutrot and Maurice Rossi at the controls. In August of 1933 Rossi and Paul Codosset a world's straightline distance record in the airplane, flying from Floyd Bennett Field in New York City to Rayak, Syria, a distance o f5,654 miles. The fol lowing year they attempted a flight from Paris to San Diego, but were forced down at New York City becoming thefirst to fly the Atlantic both ways non-stop. Powered with a 650 hp Hispano-Suiza V-12. Forward vision was via a system of mirrors. Thephoto was taken at NYC after the forced landing in 1934. Span was 86 ft. 11 in. - fuel capacity was over 2,000 gallons for the 1934 flight


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VINTAGE SEAPLANESy orm Petersen

These two photos of an AeroncaC-3, NC14091, on Edo 1070 floatswere taken at Chautauqua Lake, NewYork in the summer of 1936 . Theywere sent in y William (Bill) Schildecker (EAA 132673, A C 4341) of 7Pleasant View Circle, Daytona Beach,FL 32018.

He writes , The plane was ownedy Fred C Cook at that time . My

brother and I learned to fly that sum

mer and I helped Fred with gas, faresand advertising when he used the planeto hop passengers at the numerouslakes in western New York state . twas a fun airplane and very thrilling toa 16-year-old. The only problem wasa glassy (water) day when both floatswould not break the surface at the samet ime-you lifted first one and then theother if you had a passenger.

f any of your readers know the

location of this plane at the presenttime, I would appreciate them gettingin touch with me . .

The experience that summerhooked me on water flying . I am nowon my third Lake amphibian-a 1984EP-and I have 3,609 hours of watertime. t has been a wonderful way tosee the country from the Bahamas toCanada and most points in betweenwhere there i s water. .


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2 YEARREBUILD


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by Norm Petersen

"How much did your annual inspection cost?" I asked of the gray-hairedgentleman as we looked over hisairplane. "Seventy-five dollars ," wasthe reply . I immediately had a positiveindication as to the shape and conditionof the 42-year-old airplane - a 1946Piper PA-12 "Super Cruiser ,"NC7614H , S I N 12 489.

The gray-haired gentleman was JoeJuranich (EAA 97357, A C 11042) ofBox 277 Basehor, Kansas 66007 , aretired truck driver (40 years) and dedicated aviation buff par excellance Besides enjoying aviation since he earnedhis private license in 1954 in a Cessna140, Joe is a dedicated family man andhis three sons all have an aviation bent ,especially Bill Juranich (EAA 292665)of 5316 Douglas Street, Kansas City ,Kansas 662106, who not only helpedin the PA-12 rebuild , but received his

private license in the Super Cruiser onMarch 15, 1986.The story on the pretty red and black

Cruiser goes back to October 1965when Joe found an ad in the KansasCity Star. He carefully looked over theairplane and ended up buying it for$1,500. For three years the PA-12 wasflown by Joe and his oldest son, Bob .However in February 1968, Bobnoticed there was no oil pressure whileairborne He made a quick 180 andlanded on the Juranich landing strip.Eventually, pieces of bearing were discovered in the oil, so the 180-hpLycoming was tom down for a complete overhaul.

With the engine apart, they decidedto rebuild the airframe also, so in 1968,

the airplane was taken down to thebare frame, sandblasted and chromateprimed. By 1969, the rebuild got sidetracked and the airplane was shovedinto a comer of a loft in the shop building. It sat there for 4 years

Joe s answer to what he was doing

with sandpaper during this entire timeand it really shows on the finishedproduct.

A seat cover concern in Kansas Citysewed up a new interior. Joe took theoriginal patterns to the firm and hadthem duplicated in very pleasing materials. The seats, cabin walls, etc. arenicely harmonized with the exteriorpaint job.

About this time, Joe discovered thatthe buyer of the Varga bankruptcystock in Phoenix , Arizona was sellingbrand new Lycomings . New 150-hpengines were $8,200 and 180-hp engines were $8,500 Wanting to staywith an auto fuel engine, Joe bought

oneof

the 150-hp engines and using aStoddard STC from Univair , installedthe new engine in the PA-12. The installation required a new engine mountthat is three inches shorter than originalto maintain CG with the extra heft. Intum, the engine required all new baffling, exhaust system, propeller andnumerous other gidgets and gadgetsbefore it was ready for flight.

A new cowling was fabricated fromPA-18 parts plus some new metal tomake a really neat installation . Theworkmanship on this airplane is extremely sanitary. The new propellerfrom Maxwell Prop Shop and a spinnerfrom Univair finished the installation .

Overhead view of the PA-12 shows the generous sized wing with its USA 358 airfoil.Each wing holds 19 gallons of fuel. Note auto-gas stickers near fuel caps.


19/32

Really nice workmanship is evident inthis photo of the landing gear and cabinarea. Note photographer's image in the

wheelpant

Some years ago, Joe had stumbledinto a set o fiberglass PA-12 wheelpants for $35 and, with a little measuring, decided a set o 8:00 x 6 tireswould fit them to a ." A new set oBodell wheels and brakes were installed along with new tires and tubes . Joeespecially likes the Bodell wheels because they install on the standard fourbolt pattern and they don't have thebrake disc out in the open as the Cleveland style brakes do. A new eight -inchMaule tailwheel was installed on the

aft fuselage and to date it has performed flawlessly .

Although he had not checked theold wing struts, Joe figured that 40years o service was long enough , sohe opted for a new set o struts and

forks from Univair. (Three monthslater the strut AD came out ) Joe likesthe security o flying the Super Cruiserwith brand new struts installed.

New windshield and glass was installed all around along with a modification o the left window to open fromthe front and the back. This helps thebackseat passenger in the summertime.

One clever improvement was theplacement o the two fuel tank drainsinto recessed openings in the bottom

Father and son team of Bill and JoeJuranich pose by their 20-year restora

tion job. Bill s two sons, Steve (14) andCharlie (10), will be the next generationto fly.

o the wings. The recesses are fabricated from small pie pans as used inchildren's baking sets With the recess

Tail feathers of the Super Cruiser featureclose ribstitching and polished bracewires. The black-edged-in-white trim isespecially sharp looking.

that all screws are stainless. Billexplained how they would screw thestainless hardware into a wood blockand polish each piece with a drumbefore removal and installation on theairplane .The result is quite startling asthe screws appear to be chrome plated.(The real advantage will come in futureyears as the non-rust feature comesinto play .) Each screw was installedwith a neoprene washer that keeps thepaint from chipping as the screw i stightened.


20/32

20 YEAR REBUILDOne more feature that was added by

the Juranich's was strobe lights on thewings and tail. When combined withthe regular navigation lights and a leading edge landing light, night flyingbecomes an enjoyable experience. Ofcourse, dual 720 Narco radios and awide complement of instrumentsdoesn't hurt either.

All these goodies are not withoutsome penalty and in this case, it translates into empty weight. The PA-12

tips the scales at I, liS lbs., which isabout 150 lbs over the original weight.Of course, with 150-hp, performanceis still excellent.

The clever black and white pinstripe

With his father in the rear seat, Bill Juranich pulls the Super Cruiser in close to thephoto plane over the waters of Lake Winnebago. Note how the Bodell wheels look verymuch like the original 8:00 X 4 wheels.

by Dennis Parks

Library /Archives Director

The Swallow and Wichita Aviation

The aircraft advertisements in the

old aviation journals provide historicbenchmarks in the progress of aviation . In this case the trail left by theSwallow airplane will be examined .Swallow production in Wichita had along career for the time and saw thefates of many of Wichita's famous aviation personalities tied to it.

The first persons to be involved withthe Swallow's design was E.M.

THE OUTSTANDING PERFORMANCE OF

THE NEW SWALLOW

"Matty" Laird. Matty, from Chicago,was before the first World War a designer and builder of personal-typeairplanes and had started a factorythere after the war.

One of his purchasers was BillyBurke a principle in the Wichita Aircraft Company . Burke suggested toJacob "Jake" Mollendick, a successfuloil man, that they bring Matty toWichita to build his new commercialaircraft design

three people on its 90 horsepower.An ad for the plane in 1921 called

it "America's First Commercial Airplane." The text went on to state "Asthe Laird commercial airplane, moreand more of them laud the advanceddesign by which the 'Swallow' obtainsa maximum of speed on a minimum ofpower ."

It was during these early years thatBuck Weaver, Lloyd Stearman andWalter Beech joined the project. by1921 Weaver had left and in the fall of1923 Laird left because of disagreements over management and policy.

= = = = = == = = = ~

S w ~ a l l o wThe G reatest Value in Comm ercial

Aircr a ftI


21/32

on the N numbers on the tail camefrom brother Bob Juranich in Seattle,who had them made up and sent toBasehor for installation. Bill had onlyto peel the backing off and stick theminto position - total time, about 30seconds

Below each wingspan bolt , a smalldoor is built into the wing fuselagefairing to enable an inspector to viewthe wing bolts during annual inspections. Just a few tiny screws come outand the four doors are open It is ideassuch as these that speed up the inspections. Now you can begin to see howthe Juranich's can get by on a $75annual inspection It just takes a littleplanning

We look forward to seeing this finefamily back at Oshkosh '88 along withtheir beautiful PA-12 Super Cruiser. .

Direct side view of a very pretty airplane! Sharp-eyed readers will note the nose looksjust a tad shorter than n o r m a l - about three inches!

At this time the company name waschanged to Swallow Airplane com

pany. The Swallow was redesigned byLloyd Stearman and advertised as the"New Swallow ."

Among the new design featureswere a split axle, a completely cow ledOX-5 engine , and single bay wingswhich eliminated two sets of drag producing struts and associated wires.

A 1924 ad in A VIA nON proclaimed "The outstanding performanceof the New Swallow in the Speed andEfficiency Event for commercialplanes of the recent National Air Meetsat Dayton and Wichita offers evidenceof its Superiority."

This design which was to set thebasic parameters for the next five yearswas well received as 26 were built andsold in the first six months . It was

The 1927 SWALLOWAMERICA'S FINEST COMMERCIAL AIRPLANE

Duirned by W . M. Ste a r ma n

during 1924 that Stearman and Beechquit the company and joined forces

with Clyde Cessna, who owned aSwallow, to form the Travel Air Company.

Two years later in 1926 enoughchanges had been made in the airplaneto advertise it as the "Super Swallow."The ad proclaimed "The GreatestValue in Commercial Aircraft , Increased Climb, Greater Speed. " Allagain with the OX-5 engine as standard.

For 1927 the Swallow was entirelyredesigned by Waverly Stearman,brother of Lloyd. It retained the samebasic layout as the previous Swallowsas a three-place, open cockpit, biplanepowered by the OX-5 . It now had asteel tube fuselage and stronger Nstruts for the wings .

: IXI ' X I:

This Swallow received ApprovalType Certificate 51 in December 1927

and about 100 were built that year. Anad in 1927 called it "America's FirstCommercial Airplane" and stated thatthe company was "The oldest manufacturer of commercial airplanes inAmerica."

The plane was produced for a fewmore years but the basic design hadreached the peak of its developmentand after a production run of fiveyears, was discontinued in 1929.

During its time the Swallow had notonly been a force in forging the commercial airplane in the United States,but also had been a training ground forthe founders of the following companies; Laird, Waco, Travel Air,Beech and Lincoln-Standard. Quite arecord .


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OUR LAST PROJECT

RE llYIUYou folks know ow it is.

y Eileen MacarioEAA 29124, N 55 )

2003 Stoneham Drive

West Chester, Pennsylvania 19382All photos courtesy of the author

Part Two

Months ago, when we were planning a work/time schedule for theairplane, one of the major considera

tion s was the size of our basement.Although there was enough storagespace for all of the sections, there wasnot much "walk-aro und" area availablefor working on one particular project.So we decided to work on one sec tionat a time, complete its covering andsti tching and then move it over to theback room at a friend's auto body

shop , where Tom and I would do thedoping, painting and endless sanding .Since the fuselage took up the mostspace in the basement, we started withit. Our next priority was the tail group,and finally, the wings.

As you may have already guessed,Torn is one of aviation's o ld timers."He was an airport kid, constantly hanging around the Philadelphia Airportjust to be near the airplanes, and thehappiest day of his life came when hereceived his pilot's license. He was aninstructor for several years, and whenhe was around 22, he found out thatcorporations actually paid their pilots

been restored to factory-new condition, the gray primed ' tubing lookedsleek, with all sharp comers, protrusions, and welded spot s covered overwith masking tape so that there were

no sudden bump s or bulges stickingout, and now it was ready for covering .Tom considers the covering of the

airplane to be the fun part and he usesa system, the blanket overlap method,which always results in a beautifulfinished product. His goal is to makethe fabric covering look like it wasborn on the airplane. His method avoids that often-seen " V" shaped seamon top of the birdcage . Instead , hisairplanes have only three major seamsand these will be 99 percent invisiblewhen the doping and sanding are completed .

Using Ceconite 102 fabric, the bellyof the fuselage was covered first, fromthe tail post up to the boot cowl section, and cemented with RandoBond

cement, applied completely over andaround the lower side longeron s. Thefabric was then shrunk . We found theindustri al heat gun to be the most efficient means for conforming and tightening the fabric. Moving the gun justa few inches above the fabric generatesenough heat to shrink the fabric without scorching it or glazing over theweave on the surface. The porou s nature of this surface weave enables theinitial coats of dope to adhere better tothe fabric.

Then, with the fuselage on it s side,the length of fabric was laid from theend of the vertical fin to the front endof the cabin, po sitioning it with clampsand snap clothespins. Tom then cut thefabric following the general shape ofthe fuselage, but with one exception.He cut the fabric alongside the top sidechanneling of the cabin from the front,but then squared it off along thecrossmember which lies between thetwo wings' rear fittings on the top of

the birdcage. This resultsin

a rectangular open space on top of the cabin ,where a rectangular piece of fabricwill be installed . Since that crossmember would normally be coveredwith tape, it is the ideal location for ahidden seam connecting the two sidefabric pieces to the top inserted piece.

Since we were working with the leftside of the fuselage first, Tom appliedthe cement around the top and rightsides of the top stringer , and attachedthe fabric over and around the side ofthe stringer. The right side of the fabricwould overlap, and be cemented to,the first side across the top stringer.When covered with grade A cotton 2inch pinked-edge tape, this become s avery strong merging of fabric and


23/32

wood, and, after doping and verymeticulous sanding, even the tape linebecomes almost invisible. To attachthe bottom of the side panels, cementwas laid along the undersides of thelongerons, and the fabric pulled aroundto overlap the longerons and cementedon the bottom of the longerons , sothat, in effect, these seams will be on

the belly of the airplane. At thebirdcage area, both side panels arecemented across the cross member(which lies between the two wings'rear fittings) and along the top sidechanneling over the cabin .

After the right and left sides of thefabric were attached, the rectangularpiece of fabric was cemented at the topof the birdcage, to the crossmemberand to the top side channeling. Theseam on the crossmember would behidden under tape, and the seam on thetop side channels would be hiddennaturally under the wing fairings . Thelanding gear, which was in good condi

that hurts my eyeball. Here, with thestick fully back, the right elevator wasfully raised while the left one was onlypartially raised . Investigation showedthat the left elevator's ribs were bentand stretched downward, while theright one was stretched upwardslightly. This caused the position ofthe elevator relative to its hom to

change. We could only speculate onwhat caused it, but one possibilitycould be strong wind gusts hitting unsecured elevators . And the resultwould be that the pilot would havedifficulty getting the tail down forlanding, even with the stick fully back- n effect he would be operatingwith only one elevator n the full upposition .

In addition to the alignment problem, the tip trailing edge and left-handspar of the left elevator were badlyrusted and required replacement. Theentire lower portion of the rudder wasrusted to powder and needed construc

and cementing to do, and surroundedup to his kiester with parts , metalsheets, fabric, tools and a million nutsand bolts, probably the best thing nthe world s to hear some person say,' I d like to help you with the project,especially if that person s knowledgeable about old airplanes. Tom heardthose welcome words from a friend,

Paul (affectionately called Mr.Paul ). Like Tom, Mr. Paul s agenuine aviation old-timer (he was a8-17 pilot n World War II) , who nowflies the tow plane for a glider clubbased at the airfield where we hangarour Starduster. Mr. Paul wanted tolearn more of the nitty-gritty details ofclassic airplane restoration , and sincehe s retired and has a few free hours,he comes over one, sometimes two,days a week to work on the PA-12 . Hes a really pleasant guy who likes to

whistle while he works and has been agreat help to Tom, because he knowswhat to do and he understand how

steel channel, because the old ones


24/32

were just too rusted and pitted to repair. The wing structure looked factory-new again.

The condition of the left wing wasa different story. The leading edgelooked like someone had hit it two or20 times with a baseball bat, the trailing edge was twisted and one of thespars had a wave to it. After the usualcleaning, scraping, prImmg,straightening of trailing edge, trammeling, installation of new cables,bell-crank hardware and bow tip werecompleted; Tom got into some metalwork with the construction of a newleading edge.

The first thing to be said in favor ofmanufacturing your own leading edge,is that it is a heck of a lot cheaper thanthe store bought ones. We are talkingabout $25.75 versus whatever Univairor Wag-Aero charge now. Secondly,you can make it fit 100 percent perfectly. Of course, it requires extra detail work, effort and time; but that is

the name of the game in airplane restorations, right???Tom purchased one three-foot by

eight-foot sheet of .020 metal for$17.75. After measuring, he cut it intofour sections, using his hand shears.Bending the two 1 112 inch flanges onthe top and bottom of each section wasdone with a professional press brakeby a local machine shop, which onlycharged $8 for this service . Tom thencut the notches for the ribs and thecut-out for the landing light with thehand shears . There are probably several ways to form the sheet metal tothe curve of the front of the ribs, butTom's method works quite well . Hemade a shaping tool out of a lengthof PVC pipe which was attached to atwo-inch x four-inch length of wood.He chose the two-inch thick pipe because it most closely approximated theradius of the rib nose . Then he laid thesheet metal under the pipe/wood and

folded it up, over and around.


25/32

OUR L ST PROJECT RE ll YI

ber bands. The wood was cut into struction that Tom wanted to do before screws and stop nuts, it was frustrat


26/32

pieces about a foot long. Then, withthe wood strips placed behind the frontspar, the rubber bands werestretched across the ends of the woodand around the entire leading edge.The tension forces the leading edge to

lie tightly again the ribs and holds tsecurely.

There was one other piece of con

covering the wing - and that was onthe landing light assembly. The previous installation was made n accordance with the Piper STC and the lightswere fully operational. However, somerust had developed along the line of

Tinnerman nuts and sheet metalscrews . Also, because the lights wereheld n their brackets with machine

ingly difficult to reach behind the bulbsif they had to be replaced. Tom s solution was to make new sheet metalframes for the entire light assembly,and to attach no. eight pl te nuts to theback of the frame at one-inch intervals .

Not only s this a nicer installation, butit facilitates fast access to the innerparts of the light assembly .


27/32

With all screw heads and seams inthe sheet metal covered with tape, atlast the wings could be covered . Starting with the underside o the wing, thefabric was cut along the general shapeo the wing and held in place with

clamps and snap clothespins. The selvage, which tends to pucker up whencemented, was trimmed off. The trailing edge was secured first, then theleading edge. We started cementing atthe mi le o each edge and thenworked outwards, because we foundthat it was easier t pull and smooththe fabric evenly across the wing, andwe ended up with hardly any excessfabric at the bow tip or butt-end.

Working on the top side o the wing,with the fabric held in position, thistime about one-and-a-half inch extrawas allowed at the trailing edge. Theextra fabric was pulled around andcemented underneath the edge, therebyplacing the actual seam on the bottomside o the wing. The result is a verysmooth look on the top side o thetrailing edge.

With both sides covered and withthe wing lying on the wooden horses,Tom began to build in the wash-out byblocking up the wing to the desiredshape, and then shrinking the fabricwith the heat gun. Later, the manycoats o applied dope serve to reinforce

that wash-out shape. Starting the washout at this point makes for an easierfitting when the wings are finally hungon the fuselage.

Finally, with the bottom side up,Tom trimmed o any extra fabricalong the edge and then applied a lightfinal coat o cement to ensure that alledges lay flat. While the wing was still

horizontal, we marked the positionsfor stitching. The wings were hungfrom the rafters for stitching. - Mr.Paul and I have now developed someexpertise at this task.

The covered wings joined the fusel


28/32

by George A Hardie, J r.

Typical of the period in which thisairplane was produced, this low wingmonoplane featured a cantilever wingof considerable span. The landing gearhad the popular Goodyear airwheelsfor additional shock absorbing ability.

Pennsylvania between February andMay, 1930. The best record I haveshows 10 aircraft produced, includingthe Guggenheim competition aircraft.I believe only eight were built, andtwo were rebuilt. The first Taylor Cubwas Serial Number 11 as a follow-onto the Taylor Chummy.

The engine pictured here is a 90-hp

until it was rebuilt and given a newidentity in March, 1930. FollowingC n 11 three further Chummys werebuilt prior to emergence of the firstCub in September, 1930. This one puzzled me a bit as the lift struts have beenchanged from the original N configuration.

Other answers were received from


29/32

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