STRAIGHT AND LEVEL - EAA...
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Transcript of STRAIGHT AND LEVEL - EAA...
STRAIGHT AND LEVEL
There is no doubt that the Annual EAA International Fly-In Convention at Oshkosh is the greatest aviation event in the world for both sport and general aviation Oshkosh has it all - educational forums and workshops commercial exhibits and fly markets airshows and thousands of aircraft used for fun flying
On a smaller scale are fly-ins such as Blakesburg Sun n Fun Merced and Watsonville Next are the local weekend fly-ins which are the backbone of our sport aviation movement These are held using various formats some have banquets most have cookouts and camping some present trophies and other awards and all have fly-bys
In recent times a different type of fly-in is becoming popular the more laid back affair Tullahomas Ole South Fly-In fits in this category
Following the cancellation of EAAs Tullahoma Fly-In in 1980 a group of chapters and local enthusiasts made plans to initiate a more relaxed type of fly-in Under the direction of the Tennessee Valley Sport Aviation Assoshyciation they scheduled the Ole South Fly-In over Labor Day weekend in 1981 The event held at Parish Aerdrome home of the Staggerwing Museum Foundation Inc was eminently successful
The 2nd Annual Ole South Fly-In was concluded this past September 2-6 again at Parish Aerdrome where owners John and Charlotte Parish graciously made their facilities available Under the able direction of Chairman Jimmy Ragman Snyder and Co-chairman Glenn McNabb the fly-in was a rousing success
For the past few years Tullahoma has been besieged with rainfall during scheduled fly-ins and it appeared this year would be no exception It had rained over one inch each day during the week preceding the fly-in but on Thursday the weather did an about face when the last of the fronts passed through central Tennessee From that time on the weather was ideal throughout the weekend
By Friday afternoon a steady stream of aircraft was arriving and the parking areas were filling up rapidly
For those wishing to remain on the grounds excellent examples of Southern cooking were available Most meals were preceded by action at the happy hour hangar which also featured Tennessee walkin country music The camaraderie here and the pickin was outstanding Listening to the music and swapping a few lies in this relaxed atmosphere was most enjoyable Many new friendshyships are made at the Ole South Fly-In and thats what its all about
Sun n Fun Chairman Billy Henderson and his family from Lakeland FL arrived in two show planes making their first visit to Tullahoma Billy commented what a
By Brad Thomas President
AntiqueClassic Division
great pleasure it was to be free of obligations and duties at a fly-in and to be able to relax and enjoy the fellowship
Many dealers were active in the commercial display and fly market areas and these activities will undoubtedly be featured again next year
Participation was excellent in the daily fly-bys and the simultaneous arrival of incoming traffic presented no problems Show planes were well represented in classic custombuilt and ultralight categories with smaller numbers of antiques and warbirds
The ultralights had their own area in which to operate and cooperation between this group and the other flight operations was excellent
The flying on Saturday afternoon was highlighted by a brief fly-by of warbirds followed by the First Annual Ole South Parade of Flight This was an exciting display of antique classic and custombuilt aircraft This aftershynoon program was expertly described by airshow anshynouncer Roscoe Morton Willard Benedict who is coshychairman for the Annual Parade of Flight at Oshkosh and his wife Donna did an outstanding job of organizing this event at Tullahoma
The flight program on Sunday afternoon featured a miniature warbird battle followed by several aerobatic performances by lAC members The airshow was expertly planned and Roscoe Morton had the entire audience applauding as the aerobatic maneuvers were acshycomplished
Another example of Southern hospitality was demonshystrated when it was announced that everyone was invited to join an old-fashioned watermelon feast free Parish Aerodrome may have its own watermelon patch next year as millions of watermelon seeds were liberally deposited on the ground in this eating area
A tradition has been established in Tullahoma The Ole South Fly-In is a favorite being low key yet exciting entertaining and very successful We need more like this one Be sure to mark your calendar for Tullahoma on Labor Day weekend in 1983 bull
2 OCTOBER 1982
PUBLICATION OF THE ANTIQUECLASSIC DIVISION INC OF THE EXPERIMENTAL AIRCRAFT ASSoCIATION INC
PO BOX 229 HALES CORNERS WI 53130 COPYRIGHT copy 1982 EAA ANTIQUE CLASSIC DIVISION INC ALL RIGHTS RESERVED
OCTOBER 1982 VOLUME 10 NUMBER 10
OFFICERS President Vice-President
W Brad Thomas Jr Jack C Winthrop 301 Dodson Mill Road Route 1 Box 111
Pilot Mountain NC 27041 Allen TX 75002 919368-2875 Home 214727-5649 919368-2291 Office
Secretary Treasurer M C Kelly Viets E E Buck Hilbert Route 2 Box 128 PO Box 145 Lyndon KS 66451 Union IL 60180
913 828-3518 Home 815923-4591
DIRECTORS ADVISORS
Ronald Fritz Morton W Lester Ed Burns 15401 Sparta Avenue PO Box 3747 1550-Mt Prospect Road Kent City MI 49330 Martinsville VA 24112 Des Plaines IL 60018
6161678-5012 7031632-4839 3121298-7811
John S Copeland 9 Joanne Drive
Westborough MA 01581Claude L Gray Jr Arthur R Morgan 9635 Sylvia Avenue 3744 North 51st Blvd
6171366-7245 Northridge CA 91324 Milwaukee WI 53216 2131349-1338 4141442-3631 Stan Gomoll
1042 90th Lane NE Minneapolis MN 55434
Dale A Gustafson 6121784-1172 7724 Shady Hill Drive
John R Turgyan 1530 Kuser Road
Indianapolis IN 46274 Espie M Joyce JrTrenton NJ 086193171293-4430 Box 4686091585-2747
Madison NC 27025 9191427-0216
AI Kelch S J Wittman Gene Morris
Cedarburg WI 53012 Oshkosh WI 54901 W 622 N Madison Ave Box 2672
27 Chandelle Drive 4141377-5886 4141235-1 265 Hampshire IL 60140
3121683-3199
Roy Redman Robert E Kesel George S York Rt 1 Box 39 455 Oakridge Drive 181 Sloboda Ave
Rochester NY 14617 Mansfield OH 44906 Kilkenny MN 56052 507334-5922 7161342-3170 4191529-4378
S H Wes Schmid 2359 Lefeber Road
Wauwatosa WI 53213 4141771 -1545
PUBLICATION STAFF
PUBLISHER EDITOR Paul H Poberezny Gene R Chase
ASSOC EDITOR EDITORIAL ASSISTANTS George A Hardie Jr Norman Petersen Pat Etter
FRONT COVER Grand Champion Classic at Oshkosh 82 was this 1946 Luscombe 8A See story on page 6
BACK COVER This newly restored 1946 Piper J3C-65 Cub NC88114 SIN 15727 was flown to Oshkosh 82 by its owner Lw
(Ted Koston photo) Lindey Lindemer (EAA 56710 AlC 2806) 45 E Golden Lake Rd Circle Pines MN 55014 The authentic restoration work was by well known EAAer Stan Gomoll of Minneapolis MN
(Gene Chase photo)
TABLE OF CONTENTS
Straight and Level By Brad Thomas 2 AIC News By Gene Chase 4 Mystery Plane 5 1982 Grand Champion Classic Luscombe 8A
middot By Norm Petersen 6 Calendar of Events 8 Bird Dog on Floats By Norm Petersen 9 Book Review By David S cott 9 Oshkosh Never Lets Us Down By Lois Kelch 10 Christmas Mailer 12 A B C D The Eight Year Story of a Pacers Restoration
middot By Vernon H Sudbeck 15 Borden s Aeroplane Posters from the 1930s
middot By Lionel Salisbury 18 Members Projects 20 Letters to the Editor 21
Page 10 Page 15Page 6
Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene R Chase Editor The VINTAGE AIRshyPLANE PO Box 229 Hales Corners WI 53130
Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique Classic Division Inc and is published monthly at 11311 W Forest Home Ave Franklin Wisconsin 53132 PO Box 229 Hales Corners Wisconsin 53130 Second Class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and additional mailing offices Membership rates for EAA Antique Classic Division Inc are $1800 for current EAA members per 12 month period of which $1200 is for the publication of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviation ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
VINTAGE AIRPLANE 3
OSHKOSH 82 The highlights of the AntiqueClassic Divisions
involvement at Oshkosh 82 are nicely described in Brad Thomas Straight and Level column in the September issue however some additional details are worthy of note
The total count of registered show planes was 1818 up 250 from last years total Of this number 176 were antiques 585 were classics and five were replicas The remainder consisted of custom built warbirds rotorcraft special static and ultralights
Each year a sizeable number of show planes are flown to the Convention and not registered by their owners The reasoning behind this is difficult to comprehend because there is no charge for registering an aircraft at Oshkosh In fact the owner or pilot is depriving himlherself of a packet containing souvenirs of the Convention including a dated porcelain coffee cup Over the years these cups have become popular collectibles
The lead story in this issue of The VINTAGE AIRshyPLANE is Norm Petersens account of the restoration of the Grand Champion Classic A ward winning Luscombe 8-A Future issues will contain articles about Roy and Judie Redmans 1936 Stinson SR-8C Reliant which reshyceived the Grand Champion Antique Award Jim and Bob Younkins replica Howard DGA-6 Mr Mulligan and other award-winning aircraft at Oshkosh 82
Tragedy struck at the Convention on Tuesday August 3 when three people lost their lives in the mid-air collishysion of a 1932 Corben Baby Ace piloted by Rick Demond Whitmore Lake MI and a Starduster Too flown by J oe Rudy Schaumburg IL with passenger Elizabeth Drumm of Decatur IL
Two days later a pilotless Comanche pulled up its tie-downs and collided with a tent in which Sandra Gross of Franklin WI was camping Sandra was struck by the propeller and received serious injury to both legs
Everyone was saddened by the unfortunate accidents but the Convention went on setting new records in every area of activity from the number of campers to the number of planes which inundated Wittman Field On Sunday August 1 incoming transient aircraft were diverted to surrounding airports as every available parking space was filled
YEAR OF THE STINSON Each year during its Fall Fly-In EAA Chapter 701
will feature a particular make of airplane - and 1982 is The Year of the Stinson
The date for the fly-in is October 10 For further inshyformation contact Bill Tredo 25 Maple Ave Foxboro MA 02035 Phone 6171769-4115 or 617 543-4909
AWARDS
Each of the following awards was sponsored by EAA
ANTIQUE AIRCRAFT AWARDS
GRAND CHAMPION - Roy and Judie Redman Kilkenny MN - 1936 Stinson SR-8C Reliant NC17116
RESERVE GRAND CHAMPION - Chuck Andreas Bill Brennand and Byron Fredericksen Neenah WI shy1931 Stinson Trimotor SM-6000-B NC11170
CONTEMPORARY AGE (1933-1945)
CHAMPION - Phil and Donna Michmerhuizen Holland MI - 1936 Taylor J-2 Cub NC16957
RUNNER-UP - L E Wade Spring TX - 1941 Piper J-3 Cub NC38302
OUTSTANDING OPEN COCKPIT BIPLANE - Larry Sheehan Springfield MO - 1942 Stearman PT-17 N4593N
OUTSTANDING CLOSED COCKPIT BIPLANE - Russell Latta Atwater GA - 1944 Beechcraft D17S N1185V
OUTSTANDING OPEN COCKPIT MONOPLANE - Ron Johnson Rockford IL - 1941 Ryan PT-22 NC49674
OUTSTANDING CLOSED COCKPIT MONOPLANE -Dwain E Duis Pleasant Hill CA - 1943 Fairchild PT-26A NC63568
TRANSPORT AIRCRAFT
CHAMPION - George W LeMay Calgary Alberta Canada - 1944 DeHavilland Rapide C-F A YE
RUNNER-UP - Eugene and Roberta Coppock Algonquin IL - 1936 Stinson A NC15165
REPLICA AIRCRAFT
CHAMPION - Jim and Bob Younkin Springdale AR shy1935 Howard DGA-6 Mister Mulligan NR273Y
RUNNER-UP - Dale Crites Waukesha WI - 1911 Glenn Curtiss Pusher ~1911D
CUSTOMIZED AIRCRAFT
CHAMPION - Robert H Fergus Dublin OH - 1931 Bubl Pup N230Y
RUNNER-UP - Daniel F Kumler Ocala FL - 1943 Howard DGA-15 N68119
OUTSTANDING - Pat Hartness Greenville SC - 1937 Spartan Executive NC13PH
CLASSIC AIRCRAFT AWARDS
GRAND CHAMPION - Jim Stoia Manning SC - 1946 Luscombe 8A NC71454
RESERVE GRAND CHAMPION - Elymus 1 Nase Rehoboth Beach DE - 1946 Aeronca Chief 11AC NC85829
CLASS I (O-80hp) - Thomas J Palmer Cabboll OH shy1946 Piper J-3C-65 N6170H
4 OCTOBER 1982
CLASS II (81-1S0hp) - Rick and Kathie Page San Mateo CA - 1947 Cessna 140 NC4135N
CLASS III (151 and up) - Myra and John Dunn Crawshyfordsville IN - 1949 Ryan Navion Model A N4825K
CUSTOM CLASS A (0-80hp) - Anthony A T(lrrigno Bueno Park CA - 1950 Mooney M18L Mite N120C
CUSTOM CLASS B (81 -150hp) - Tom Weaver Kalispell MT - 1948 Cessna 140 NC2436V
CUSTOM CLASS C (151hp and up) - Rick and Janice Loomis Riverside CA - 1952 Cessna 195 N3032B
OUTSTANDING IN TYPE
AERONCA CHAMP - David M Forbes Atherton CA shy1946 Aeronca 7 AC NC84198
BEECHCRAFT - Barry Sanders Knoxville TN - 1954 Bonanza N3259C
BELLANCA - John T Morgan Nashville TN - 1950 Bellanca 14-19 N510A
CESSNA 120 140 - Dutch Brafford Lima OH - 1946 Cessna 140 N89728
CESSNA 170 180 - Gary W Rice Portland TX - 1952 Cessna 170B N2469D
CESSNA 190 195 - Kent Blankenburg Arroyo Grande CA - Cessna 195 N195KB
ERCOUPE - Vern Brown St Paul MN - 1946 Ercoupe 415G N3675H
LUSCOMBE - Gary Rudolph Vincennes IN - 1946 Luscombe 8A N45849
NAVION - Mike Turner Franke nmuth MI - 1947 Navion N4043K
PIPER J-3 - Stan Gomoll Blaine MN - 1946 Piper Cub J-3 NC70528
PIPER OTHERS - Phil Steiner Santa Rosa CA - 1954 Piper PA22 N1643P
STINSON - Stephen E Dyer Brighton CO - 1947 Stinson 108-3 NC638C
SWIFT - Mark Holliday Lakeland MN - 1946 Globe Swift N80760
TAYLORCRAFT - Ronald Dupre Chisago City MN shy1946 Taylorcraft BCS-12D N95523
LIMITED PRODUCTION - Robert E Thomas Weavershyville CA - 1946 Funk B85C N77720
MOST UNUSUAL - Raymond J Vosika Chipley FL shy1948 Emigh Trojan A-2 N8314H
BEST CONTINUALLY MAINTAINED - Frank D Evans and T Dietrich Kitchener Ontario Canada - 1948 Auster AOP VI C-FLWK
MYSTERY PLANE
Reid Patterson PO Box 163 Whitewater WI 53190 provided the photo for this months Mystery Plane A clue to the location is the PA painted on the roof of the building in the background The answer will appear in the December 1982 issue of The VINTAGE AIRPLANE
The August Mystery Plane was a rare bird indeed No one correctly identified it Mike Rezich who supplied the photo writes
This one was a darb It was built by a Syl Johnson of Chicago I witshynessed all three flights including the last one
It was built out of a Church Midwing fuselage with a 4-cylinder Henderson engine It had a full round wing The idea was to have it
resemble a ham The builder was trying to sell it to one of the Chicago meat packers as The Flying Ham and fly it over the Worlds Fair at Chicago in 1933 and 1934 but it never did pan out
On the trial flights he staggered around the Harlem airport at no more than 100 feet altitude very unstable for directional control It had a rudder from an Eaglerock bishyplane On its last flight he lost it on landing It got up on the edge of the wing and started to roll like a pie plate until it fell on top of him We dashed out and rescued him from the wreck That was the end of the Unishyplane and the Flying Ham Both pilot and plane were true to the name Flying Ham
Three responses were received Chuck Faber of Waukesha WI thought it was an early version of the Paraplane Leroy Brown Zellshywood FL called it an Arup Flying
Wing and Reid Patterson who supplied this months Mystery Plan photo thought it was a Johnson Uni-Plane
Further on the June Mystery Plane Clark Wilson writes
The engine on the June Mystery Plane is a 9-cylinder Packard diesel I believe this airplane has been referred to as the Bird Mailplane Only one was built
Although having the classic Bird look there were major differences The upper wing was designed with a center section instead of attaching at the center The landing gear looks different and was an unusual ballshyand-socket arrangement where it attached to the fuselage Im sure there are others
Td like very much to hear from anyone with information past history or photos of this Bird Write to Clark Wilson 3205h Belvedere Road West Palm Beach FL 33406 bull
~----------------------------------------------------------------------------------------~ VINTAGE AIRPLANE 5
Pictured in front of their 1946 Luscombe SA are Jim Stoia work Exceptional metal working ability is a must for such a Jims wife Mary and Tom Stoia The brilliant shine on the Grand project Champion Classic is the result of over two years of dedicated (Photo by Norm Petersen)
LUSCOMBE8A 1982 GRAND CHAMPION CLASSIC
By Norm Petersen EAA Staff Editorial Assistant
So often the common interpretation of a trophy winner in the Classic division of EAA is that of a busybody removing accumulated oil grease and dirt from a tired old airplane spraying on a shiny new coat of paint and voila we have a winner Such is not the case with our 1982 Grand Champion Classic Luscombe - a 1946 8A registered NC71454 SIN 2881 manufactured on 5-13-46 by the Luscombe Airplane Corporation Dallas Texas USA
To fully appreciate how anyone would have the tenacity and patience to completely replace 75 of the metal in a 36-year-old airplane we have to go into the background of the restorers Jim and Tom Stoia brothers extraodinaire of Manning South Carolina The boys were raised in an aviation atmosphere by their father William Bill Stoia who at one time worked for Dolph Overton at the Wings and Wheels Museum in Santee South Carolina EAAs team of Jack and Golda Cox worked at Wings and Wheels at the same time and remember Jim and Tom Stoia as very young busy and highly portable children
When Bill Stoia opened a fixed base operation at the Clarendon County Airport Manning South Carolina under the name Precision Air Co he asked Jim to come
into business with him while Tom was finishing high school so he too could join the business Under the watchshyful eye of father Bill the business of aircraft repair has shown a steady growth with the primary emphasis on first class metalwork
About six years ago an insurance company asked the Stoia firm to bid on a Luscombe 8A that had blown away in a tornado The tail wheel had remained tied down while the aircraft blew 300 feet away Needless to say the resulting pile of metal was a genuine basket case Further damage was incurred when another salvage crew cut every cable in the airplane Precision Air was the lucky () new owner at $1200
The heap of twisted metal laid in the back of the hangar for nearly three years before Jim and Tom decided the time had arrived to begin the rebuild Beginning with the two wing panels which had been metalized years previously the brothers drilled all the covering metal off and were delighted to find all internal drag wires compression struts and fittings in place This allowed them to rebuild the wings as per original with fabric covering Jim remembers trimming the metalized trailing edge to a smaller size and using the same metal for the fabric covered wings a slow and tedious process - but effective
New ailerons were built from scratch using only the old fittings The fluted covering metal was obtained from
6 OCTOBER 1982
(Photo by Ted Koston) Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh S2 Shape of wingtip and wing root are most easily recognized Luscombe features
Univair All tail surfaces were completely rebuilt except the ribs which were deemed usable The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe
Three of the four lift struts were suitable for use and a fourth one was obtained from Univair The wheel pants that came with the plane were from a Cessna 140 and were totally useless A pair of genuine Luscombe wheel pants were located in California however when they arrived it was obvious they had been in their own tornado Again father Bill put his metalworking ability to the job at hand and before long a nearmiddotperfect set of bright and shiny Luscombe wheel pants were ready for final asshysembly
Without a doubt the most difficult part of the rebuild was the fuselage which required replacement of 75 of the metal Jim says the biggest problem was finding perfect sheet aluminum for re-skinning the fuselage He would sift through many sheets before a perfect pattern could be cut from a particular sheet Jim maintains the Reynolds Alclad of years ago was far superior to the present Alclad Apparently the outside coating of pure aluminum is not as thick as it used to be and easily suffers from polish through
As Jim slowly brought the fuselage back to new condishytion Tom was busy with a new interior installation tastefully done in blue with a darker blue stripe and a soft gray headliner Coupled with a new set of instruments behind a shiny new instrument panel and chrome plated control sticks the interior began to take on the look of a winner A new windshield was carefully installed along
(Photo by Ted Koston) Luscombe landing gear with original aluminum wheel pants Small venturi runs turn amp bank indicator One streamline wire attaches to each axle reflection mjlkes it look like two
with new side glass New stainless control cables with swedged end fittings were installed to match the original
Up front was another story of determined work The Continental A65-8 engine was major overhauled with all necessary new parts New Eiseman magnetos were installed along with a new unshielded wiring harness To complete the new look to the engine compartment new baffles intake tubes and exhaust stacks were installed To complete the nose installation a new Sensenich wood propeller was capped with an original skull cap spinner - all highly polished
After covering the rebuilt wings with Ceconite no less than 25 coats of butyrate dope were hand rubbed to a super smooth finish A final finish of silver polyurethane was sprayed on the wings to match the silver struts Even the aluminum pitot tube was polished to look almost like chrome
(Photo by Ted Koston) The tail surfaces were completely rebuilt using only the old ribs Jim Stoia says a recent switch to Blue Magic polish has made upkeep much easier (He buys it by the case) The results are to see
VINTAGE AIRPLANE 7
(Photo by Ted Koston) Interior is tastefully done in shades of blue with black crinkleshyfinish around instruments This was the standard panel in 1946 Note chromed control sticks
Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the look complete With the Camden South Carolina fly-in fast approaching in October 1981 the finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen) Younger brother Tom Stoia explains engine compartment The Continental A65-8 was majored from the crankshaft on up Note new unshielded wiring harness and wooden propeller exactly as new
two years of restoration came to fruition when Jim made the first 20 minute flight One wing was a bit heavy so after adjusting the struts Tom made the second flight late in the evening before the big fly-in Everything seemed to be in perfect shape
The brothers decided to polish the entire plane one more time by hand and stayed up until 3 am to accomplish the task They were rather surprised to have a plane land on the fieJd at that hour of the morning The pilot got out and rah through the underbush towards the road into town Before long a sheriffs car sped up with lights flashing and siren wailing One deputy posted guard on the plane -vhile the other drove into town and promptly arrested the pilot as he sat eating an Egg McMuffin The weed seeds and burrs on his pants were a dead giveshyaway The plane contained over 1200 pounds of marishyjuana Jim and Tom quietly finished the polish job and retired for a little rest
After taking honors at the Camden Fly-In the Luscombe middotwas flown to the Statesville North Carolina A IC Chapter 3 fly-in in May 1982 where again the shiny bird won the big award By this time the Stoia family was thinking about Oshkosh - the big one Again the preparatiqns were many such as Jims wife Mary sewing a complete cover for the plane from new bed sheet material It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish Just remove the cover polish a little and its ready to go In addition a new set of Cleveland brakes were installed before therip to Oshkosh Tom even redid portions of the interior where people had tarnished the cloth
The brIght and shiny Luscombe arrived at Oshkosh 82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic judges On Friday evening the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award
The smile on Bill Stoias face has a certain reassurance to it His faith in his two sons has proven itself The nearly lost art of true metalworking is reappearing with sons Jim and Tom We are all benefactors
So often we look at the beauty of a trophy winner and wonder if its really worth the effort As Jim explains We retrieve damaged airplanes from all over the East Coast bring them into our home base on the shores of Lake Marion and when the owners show up to learn of our bid they ask of the quality of our work We open the hangar and let them gaze on the Luscombe They turn to us with a twinkle in their eyes and say - go ahead bull
CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT GEORGIAshy
International Cessna 120140 Association Inc Annual convenshytion and fly-in For info contact Charlie Wilson 567 Forrest Aveshynue Fayetteville GA 30214414461-6279
OCTOBER 10 - BOLIVAR TENNESSEE - EM Chapter 763 Fly-In and Air Show Contact Billy Whitehurst PO Box 376 Bolivar TN 38008 901658-6282
OCTOBER 15-17 - CAMDEN SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM AntiqueClassic Chapter 3 Anliques Classics Homebuilts Ultralights and Warbirds welcome Awards and banquet Saturday night For further information contact Geneva McKiernan 5301 Finsbury Place Charlotte NC 28211
NOVEMBER 11 - FAIRVIEW OKLAHOMA - Thirty-first Annual Breakshyfast Fly-In Free breakfast to those who fly in Trophies for best experimental and antique aircraft Field closes 1230 pm For information contact Doug Wiens at Fair View Airport Fairview OK 73737
8 OCTOBER 1982
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
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VINTAGE AIRPLANE 23
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OCTOBER 1982 VOLUME 10 NUMBER 10
OFFICERS President Vice-President
W Brad Thomas Jr Jack C Winthrop 301 Dodson Mill Road Route 1 Box 111
Pilot Mountain NC 27041 Allen TX 75002 919368-2875 Home 214727-5649 919368-2291 Office
Secretary Treasurer M C Kelly Viets E E Buck Hilbert Route 2 Box 128 PO Box 145 Lyndon KS 66451 Union IL 60180
913 828-3518 Home 815923-4591
DIRECTORS ADVISORS
Ronald Fritz Morton W Lester Ed Burns 15401 Sparta Avenue PO Box 3747 1550-Mt Prospect Road Kent City MI 49330 Martinsville VA 24112 Des Plaines IL 60018
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Westborough MA 01581Claude L Gray Jr Arthur R Morgan 9635 Sylvia Avenue 3744 North 51st Blvd
6171366-7245 Northridge CA 91324 Milwaukee WI 53216 2131349-1338 4141442-3631 Stan Gomoll
1042 90th Lane NE Minneapolis MN 55434
Dale A Gustafson 6121784-1172 7724 Shady Hill Drive
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Indianapolis IN 46274 Espie M Joyce JrTrenton NJ 086193171293-4430 Box 4686091585-2747
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AI Kelch S J Wittman Gene Morris
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PUBLICATION STAFF
PUBLISHER EDITOR Paul H Poberezny Gene R Chase
ASSOC EDITOR EDITORIAL ASSISTANTS George A Hardie Jr Norman Petersen Pat Etter
FRONT COVER Grand Champion Classic at Oshkosh 82 was this 1946 Luscombe 8A See story on page 6
BACK COVER This newly restored 1946 Piper J3C-65 Cub NC88114 SIN 15727 was flown to Oshkosh 82 by its owner Lw
(Ted Koston photo) Lindey Lindemer (EAA 56710 AlC 2806) 45 E Golden Lake Rd Circle Pines MN 55014 The authentic restoration work was by well known EAAer Stan Gomoll of Minneapolis MN
(Gene Chase photo)
TABLE OF CONTENTS
Straight and Level By Brad Thomas 2 AIC News By Gene Chase 4 Mystery Plane 5 1982 Grand Champion Classic Luscombe 8A
middot By Norm Petersen 6 Calendar of Events 8 Bird Dog on Floats By Norm Petersen 9 Book Review By David S cott 9 Oshkosh Never Lets Us Down By Lois Kelch 10 Christmas Mailer 12 A B C D The Eight Year Story of a Pacers Restoration
middot By Vernon H Sudbeck 15 Borden s Aeroplane Posters from the 1930s
middot By Lionel Salisbury 18 Members Projects 20 Letters to the Editor 21
Page 10 Page 15Page 6
Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Gene R Chase Editor The VINTAGE AIRshyPLANE PO Box 229 Hales Corners WI 53130
Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique Classic Division Inc and is published monthly at 11311 W Forest Home Ave Franklin Wisconsin 53132 PO Box 229 Hales Corners Wisconsin 53130 Second Class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and additional mailing offices Membership rates for EAA Antique Classic Division Inc are $1800 for current EAA members per 12 month period of which $1200 is for the publication of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviation ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
VINTAGE AIRPLANE 3
OSHKOSH 82 The highlights of the AntiqueClassic Divisions
involvement at Oshkosh 82 are nicely described in Brad Thomas Straight and Level column in the September issue however some additional details are worthy of note
The total count of registered show planes was 1818 up 250 from last years total Of this number 176 were antiques 585 were classics and five were replicas The remainder consisted of custom built warbirds rotorcraft special static and ultralights
Each year a sizeable number of show planes are flown to the Convention and not registered by their owners The reasoning behind this is difficult to comprehend because there is no charge for registering an aircraft at Oshkosh In fact the owner or pilot is depriving himlherself of a packet containing souvenirs of the Convention including a dated porcelain coffee cup Over the years these cups have become popular collectibles
The lead story in this issue of The VINTAGE AIRshyPLANE is Norm Petersens account of the restoration of the Grand Champion Classic A ward winning Luscombe 8-A Future issues will contain articles about Roy and Judie Redmans 1936 Stinson SR-8C Reliant which reshyceived the Grand Champion Antique Award Jim and Bob Younkins replica Howard DGA-6 Mr Mulligan and other award-winning aircraft at Oshkosh 82
Tragedy struck at the Convention on Tuesday August 3 when three people lost their lives in the mid-air collishysion of a 1932 Corben Baby Ace piloted by Rick Demond Whitmore Lake MI and a Starduster Too flown by J oe Rudy Schaumburg IL with passenger Elizabeth Drumm of Decatur IL
Two days later a pilotless Comanche pulled up its tie-downs and collided with a tent in which Sandra Gross of Franklin WI was camping Sandra was struck by the propeller and received serious injury to both legs
Everyone was saddened by the unfortunate accidents but the Convention went on setting new records in every area of activity from the number of campers to the number of planes which inundated Wittman Field On Sunday August 1 incoming transient aircraft were diverted to surrounding airports as every available parking space was filled
YEAR OF THE STINSON Each year during its Fall Fly-In EAA Chapter 701
will feature a particular make of airplane - and 1982 is The Year of the Stinson
The date for the fly-in is October 10 For further inshyformation contact Bill Tredo 25 Maple Ave Foxboro MA 02035 Phone 6171769-4115 or 617 543-4909
AWARDS
Each of the following awards was sponsored by EAA
ANTIQUE AIRCRAFT AWARDS
GRAND CHAMPION - Roy and Judie Redman Kilkenny MN - 1936 Stinson SR-8C Reliant NC17116
RESERVE GRAND CHAMPION - Chuck Andreas Bill Brennand and Byron Fredericksen Neenah WI shy1931 Stinson Trimotor SM-6000-B NC11170
CONTEMPORARY AGE (1933-1945)
CHAMPION - Phil and Donna Michmerhuizen Holland MI - 1936 Taylor J-2 Cub NC16957
RUNNER-UP - L E Wade Spring TX - 1941 Piper J-3 Cub NC38302
OUTSTANDING OPEN COCKPIT BIPLANE - Larry Sheehan Springfield MO - 1942 Stearman PT-17 N4593N
OUTSTANDING CLOSED COCKPIT BIPLANE - Russell Latta Atwater GA - 1944 Beechcraft D17S N1185V
OUTSTANDING OPEN COCKPIT MONOPLANE - Ron Johnson Rockford IL - 1941 Ryan PT-22 NC49674
OUTSTANDING CLOSED COCKPIT MONOPLANE -Dwain E Duis Pleasant Hill CA - 1943 Fairchild PT-26A NC63568
TRANSPORT AIRCRAFT
CHAMPION - George W LeMay Calgary Alberta Canada - 1944 DeHavilland Rapide C-F A YE
RUNNER-UP - Eugene and Roberta Coppock Algonquin IL - 1936 Stinson A NC15165
REPLICA AIRCRAFT
CHAMPION - Jim and Bob Younkin Springdale AR shy1935 Howard DGA-6 Mister Mulligan NR273Y
RUNNER-UP - Dale Crites Waukesha WI - 1911 Glenn Curtiss Pusher ~1911D
CUSTOMIZED AIRCRAFT
CHAMPION - Robert H Fergus Dublin OH - 1931 Bubl Pup N230Y
RUNNER-UP - Daniel F Kumler Ocala FL - 1943 Howard DGA-15 N68119
OUTSTANDING - Pat Hartness Greenville SC - 1937 Spartan Executive NC13PH
CLASSIC AIRCRAFT AWARDS
GRAND CHAMPION - Jim Stoia Manning SC - 1946 Luscombe 8A NC71454
RESERVE GRAND CHAMPION - Elymus 1 Nase Rehoboth Beach DE - 1946 Aeronca Chief 11AC NC85829
CLASS I (O-80hp) - Thomas J Palmer Cabboll OH shy1946 Piper J-3C-65 N6170H
4 OCTOBER 1982
CLASS II (81-1S0hp) - Rick and Kathie Page San Mateo CA - 1947 Cessna 140 NC4135N
CLASS III (151 and up) - Myra and John Dunn Crawshyfordsville IN - 1949 Ryan Navion Model A N4825K
CUSTOM CLASS A (0-80hp) - Anthony A T(lrrigno Bueno Park CA - 1950 Mooney M18L Mite N120C
CUSTOM CLASS B (81 -150hp) - Tom Weaver Kalispell MT - 1948 Cessna 140 NC2436V
CUSTOM CLASS C (151hp and up) - Rick and Janice Loomis Riverside CA - 1952 Cessna 195 N3032B
OUTSTANDING IN TYPE
AERONCA CHAMP - David M Forbes Atherton CA shy1946 Aeronca 7 AC NC84198
BEECHCRAFT - Barry Sanders Knoxville TN - 1954 Bonanza N3259C
BELLANCA - John T Morgan Nashville TN - 1950 Bellanca 14-19 N510A
CESSNA 120 140 - Dutch Brafford Lima OH - 1946 Cessna 140 N89728
CESSNA 170 180 - Gary W Rice Portland TX - 1952 Cessna 170B N2469D
CESSNA 190 195 - Kent Blankenburg Arroyo Grande CA - Cessna 195 N195KB
ERCOUPE - Vern Brown St Paul MN - 1946 Ercoupe 415G N3675H
LUSCOMBE - Gary Rudolph Vincennes IN - 1946 Luscombe 8A N45849
NAVION - Mike Turner Franke nmuth MI - 1947 Navion N4043K
PIPER J-3 - Stan Gomoll Blaine MN - 1946 Piper Cub J-3 NC70528
PIPER OTHERS - Phil Steiner Santa Rosa CA - 1954 Piper PA22 N1643P
STINSON - Stephen E Dyer Brighton CO - 1947 Stinson 108-3 NC638C
SWIFT - Mark Holliday Lakeland MN - 1946 Globe Swift N80760
TAYLORCRAFT - Ronald Dupre Chisago City MN shy1946 Taylorcraft BCS-12D N95523
LIMITED PRODUCTION - Robert E Thomas Weavershyville CA - 1946 Funk B85C N77720
MOST UNUSUAL - Raymond J Vosika Chipley FL shy1948 Emigh Trojan A-2 N8314H
BEST CONTINUALLY MAINTAINED - Frank D Evans and T Dietrich Kitchener Ontario Canada - 1948 Auster AOP VI C-FLWK
MYSTERY PLANE
Reid Patterson PO Box 163 Whitewater WI 53190 provided the photo for this months Mystery Plane A clue to the location is the PA painted on the roof of the building in the background The answer will appear in the December 1982 issue of The VINTAGE AIRPLANE
The August Mystery Plane was a rare bird indeed No one correctly identified it Mike Rezich who supplied the photo writes
This one was a darb It was built by a Syl Johnson of Chicago I witshynessed all three flights including the last one
It was built out of a Church Midwing fuselage with a 4-cylinder Henderson engine It had a full round wing The idea was to have it
resemble a ham The builder was trying to sell it to one of the Chicago meat packers as The Flying Ham and fly it over the Worlds Fair at Chicago in 1933 and 1934 but it never did pan out
On the trial flights he staggered around the Harlem airport at no more than 100 feet altitude very unstable for directional control It had a rudder from an Eaglerock bishyplane On its last flight he lost it on landing It got up on the edge of the wing and started to roll like a pie plate until it fell on top of him We dashed out and rescued him from the wreck That was the end of the Unishyplane and the Flying Ham Both pilot and plane were true to the name Flying Ham
Three responses were received Chuck Faber of Waukesha WI thought it was an early version of the Paraplane Leroy Brown Zellshywood FL called it an Arup Flying
Wing and Reid Patterson who supplied this months Mystery Plan photo thought it was a Johnson Uni-Plane
Further on the June Mystery Plane Clark Wilson writes
The engine on the June Mystery Plane is a 9-cylinder Packard diesel I believe this airplane has been referred to as the Bird Mailplane Only one was built
Although having the classic Bird look there were major differences The upper wing was designed with a center section instead of attaching at the center The landing gear looks different and was an unusual ballshyand-socket arrangement where it attached to the fuselage Im sure there are others
Td like very much to hear from anyone with information past history or photos of this Bird Write to Clark Wilson 3205h Belvedere Road West Palm Beach FL 33406 bull
~----------------------------------------------------------------------------------------~ VINTAGE AIRPLANE 5
Pictured in front of their 1946 Luscombe SA are Jim Stoia work Exceptional metal working ability is a must for such a Jims wife Mary and Tom Stoia The brilliant shine on the Grand project Champion Classic is the result of over two years of dedicated (Photo by Norm Petersen)
LUSCOMBE8A 1982 GRAND CHAMPION CLASSIC
By Norm Petersen EAA Staff Editorial Assistant
So often the common interpretation of a trophy winner in the Classic division of EAA is that of a busybody removing accumulated oil grease and dirt from a tired old airplane spraying on a shiny new coat of paint and voila we have a winner Such is not the case with our 1982 Grand Champion Classic Luscombe - a 1946 8A registered NC71454 SIN 2881 manufactured on 5-13-46 by the Luscombe Airplane Corporation Dallas Texas USA
To fully appreciate how anyone would have the tenacity and patience to completely replace 75 of the metal in a 36-year-old airplane we have to go into the background of the restorers Jim and Tom Stoia brothers extraodinaire of Manning South Carolina The boys were raised in an aviation atmosphere by their father William Bill Stoia who at one time worked for Dolph Overton at the Wings and Wheels Museum in Santee South Carolina EAAs team of Jack and Golda Cox worked at Wings and Wheels at the same time and remember Jim and Tom Stoia as very young busy and highly portable children
When Bill Stoia opened a fixed base operation at the Clarendon County Airport Manning South Carolina under the name Precision Air Co he asked Jim to come
into business with him while Tom was finishing high school so he too could join the business Under the watchshyful eye of father Bill the business of aircraft repair has shown a steady growth with the primary emphasis on first class metalwork
About six years ago an insurance company asked the Stoia firm to bid on a Luscombe 8A that had blown away in a tornado The tail wheel had remained tied down while the aircraft blew 300 feet away Needless to say the resulting pile of metal was a genuine basket case Further damage was incurred when another salvage crew cut every cable in the airplane Precision Air was the lucky () new owner at $1200
The heap of twisted metal laid in the back of the hangar for nearly three years before Jim and Tom decided the time had arrived to begin the rebuild Beginning with the two wing panels which had been metalized years previously the brothers drilled all the covering metal off and were delighted to find all internal drag wires compression struts and fittings in place This allowed them to rebuild the wings as per original with fabric covering Jim remembers trimming the metalized trailing edge to a smaller size and using the same metal for the fabric covered wings a slow and tedious process - but effective
New ailerons were built from scratch using only the old fittings The fluted covering metal was obtained from
6 OCTOBER 1982
(Photo by Ted Koston) Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh S2 Shape of wingtip and wing root are most easily recognized Luscombe features
Univair All tail surfaces were completely rebuilt except the ribs which were deemed usable The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe
Three of the four lift struts were suitable for use and a fourth one was obtained from Univair The wheel pants that came with the plane were from a Cessna 140 and were totally useless A pair of genuine Luscombe wheel pants were located in California however when they arrived it was obvious they had been in their own tornado Again father Bill put his metalworking ability to the job at hand and before long a nearmiddotperfect set of bright and shiny Luscombe wheel pants were ready for final asshysembly
Without a doubt the most difficult part of the rebuild was the fuselage which required replacement of 75 of the metal Jim says the biggest problem was finding perfect sheet aluminum for re-skinning the fuselage He would sift through many sheets before a perfect pattern could be cut from a particular sheet Jim maintains the Reynolds Alclad of years ago was far superior to the present Alclad Apparently the outside coating of pure aluminum is not as thick as it used to be and easily suffers from polish through
As Jim slowly brought the fuselage back to new condishytion Tom was busy with a new interior installation tastefully done in blue with a darker blue stripe and a soft gray headliner Coupled with a new set of instruments behind a shiny new instrument panel and chrome plated control sticks the interior began to take on the look of a winner A new windshield was carefully installed along
(Photo by Ted Koston) Luscombe landing gear with original aluminum wheel pants Small venturi runs turn amp bank indicator One streamline wire attaches to each axle reflection mjlkes it look like two
with new side glass New stainless control cables with swedged end fittings were installed to match the original
Up front was another story of determined work The Continental A65-8 engine was major overhauled with all necessary new parts New Eiseman magnetos were installed along with a new unshielded wiring harness To complete the new look to the engine compartment new baffles intake tubes and exhaust stacks were installed To complete the nose installation a new Sensenich wood propeller was capped with an original skull cap spinner - all highly polished
After covering the rebuilt wings with Ceconite no less than 25 coats of butyrate dope were hand rubbed to a super smooth finish A final finish of silver polyurethane was sprayed on the wings to match the silver struts Even the aluminum pitot tube was polished to look almost like chrome
(Photo by Ted Koston) The tail surfaces were completely rebuilt using only the old ribs Jim Stoia says a recent switch to Blue Magic polish has made upkeep much easier (He buys it by the case) The results are to see
VINTAGE AIRPLANE 7
(Photo by Ted Koston) Interior is tastefully done in shades of blue with black crinkleshyfinish around instruments This was the standard panel in 1946 Note chromed control sticks
Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the look complete With the Camden South Carolina fly-in fast approaching in October 1981 the finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen) Younger brother Tom Stoia explains engine compartment The Continental A65-8 was majored from the crankshaft on up Note new unshielded wiring harness and wooden propeller exactly as new
two years of restoration came to fruition when Jim made the first 20 minute flight One wing was a bit heavy so after adjusting the struts Tom made the second flight late in the evening before the big fly-in Everything seemed to be in perfect shape
The brothers decided to polish the entire plane one more time by hand and stayed up until 3 am to accomplish the task They were rather surprised to have a plane land on the fieJd at that hour of the morning The pilot got out and rah through the underbush towards the road into town Before long a sheriffs car sped up with lights flashing and siren wailing One deputy posted guard on the plane -vhile the other drove into town and promptly arrested the pilot as he sat eating an Egg McMuffin The weed seeds and burrs on his pants were a dead giveshyaway The plane contained over 1200 pounds of marishyjuana Jim and Tom quietly finished the polish job and retired for a little rest
After taking honors at the Camden Fly-In the Luscombe middotwas flown to the Statesville North Carolina A IC Chapter 3 fly-in in May 1982 where again the shiny bird won the big award By this time the Stoia family was thinking about Oshkosh - the big one Again the preparatiqns were many such as Jims wife Mary sewing a complete cover for the plane from new bed sheet material It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish Just remove the cover polish a little and its ready to go In addition a new set of Cleveland brakes were installed before therip to Oshkosh Tom even redid portions of the interior where people had tarnished the cloth
The brIght and shiny Luscombe arrived at Oshkosh 82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic judges On Friday evening the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award
The smile on Bill Stoias face has a certain reassurance to it His faith in his two sons has proven itself The nearly lost art of true metalworking is reappearing with sons Jim and Tom We are all benefactors
So often we look at the beauty of a trophy winner and wonder if its really worth the effort As Jim explains We retrieve damaged airplanes from all over the East Coast bring them into our home base on the shores of Lake Marion and when the owners show up to learn of our bid they ask of the quality of our work We open the hangar and let them gaze on the Luscombe They turn to us with a twinkle in their eyes and say - go ahead bull
CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT GEORGIAshy
International Cessna 120140 Association Inc Annual convenshytion and fly-in For info contact Charlie Wilson 567 Forrest Aveshynue Fayetteville GA 30214414461-6279
OCTOBER 10 - BOLIVAR TENNESSEE - EM Chapter 763 Fly-In and Air Show Contact Billy Whitehurst PO Box 376 Bolivar TN 38008 901658-6282
OCTOBER 15-17 - CAMDEN SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM AntiqueClassic Chapter 3 Anliques Classics Homebuilts Ultralights and Warbirds welcome Awards and banquet Saturday night For further information contact Geneva McKiernan 5301 Finsbury Place Charlotte NC 28211
NOVEMBER 11 - FAIRVIEW OKLAHOMA - Thirty-first Annual Breakshyfast Fly-In Free breakfast to those who fly in Trophies for best experimental and antique aircraft Field closes 1230 pm For information contact Doug Wiens at Fair View Airport Fairview OK 73737
8 OCTOBER 1982
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
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Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
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Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
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FLYING AND GLIDER MANUALS
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Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
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through December 1979 - February through December 1980 - January March through July September
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September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
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VINTAGE AIRPLANE 23
OSHKOSH 82 The highlights of the AntiqueClassic Divisions
involvement at Oshkosh 82 are nicely described in Brad Thomas Straight and Level column in the September issue however some additional details are worthy of note
The total count of registered show planes was 1818 up 250 from last years total Of this number 176 were antiques 585 were classics and five were replicas The remainder consisted of custom built warbirds rotorcraft special static and ultralights
Each year a sizeable number of show planes are flown to the Convention and not registered by their owners The reasoning behind this is difficult to comprehend because there is no charge for registering an aircraft at Oshkosh In fact the owner or pilot is depriving himlherself of a packet containing souvenirs of the Convention including a dated porcelain coffee cup Over the years these cups have become popular collectibles
The lead story in this issue of The VINTAGE AIRshyPLANE is Norm Petersens account of the restoration of the Grand Champion Classic A ward winning Luscombe 8-A Future issues will contain articles about Roy and Judie Redmans 1936 Stinson SR-8C Reliant which reshyceived the Grand Champion Antique Award Jim and Bob Younkins replica Howard DGA-6 Mr Mulligan and other award-winning aircraft at Oshkosh 82
Tragedy struck at the Convention on Tuesday August 3 when three people lost their lives in the mid-air collishysion of a 1932 Corben Baby Ace piloted by Rick Demond Whitmore Lake MI and a Starduster Too flown by J oe Rudy Schaumburg IL with passenger Elizabeth Drumm of Decatur IL
Two days later a pilotless Comanche pulled up its tie-downs and collided with a tent in which Sandra Gross of Franklin WI was camping Sandra was struck by the propeller and received serious injury to both legs
Everyone was saddened by the unfortunate accidents but the Convention went on setting new records in every area of activity from the number of campers to the number of planes which inundated Wittman Field On Sunday August 1 incoming transient aircraft were diverted to surrounding airports as every available parking space was filled
YEAR OF THE STINSON Each year during its Fall Fly-In EAA Chapter 701
will feature a particular make of airplane - and 1982 is The Year of the Stinson
The date for the fly-in is October 10 For further inshyformation contact Bill Tredo 25 Maple Ave Foxboro MA 02035 Phone 6171769-4115 or 617 543-4909
AWARDS
Each of the following awards was sponsored by EAA
ANTIQUE AIRCRAFT AWARDS
GRAND CHAMPION - Roy and Judie Redman Kilkenny MN - 1936 Stinson SR-8C Reliant NC17116
RESERVE GRAND CHAMPION - Chuck Andreas Bill Brennand and Byron Fredericksen Neenah WI shy1931 Stinson Trimotor SM-6000-B NC11170
CONTEMPORARY AGE (1933-1945)
CHAMPION - Phil and Donna Michmerhuizen Holland MI - 1936 Taylor J-2 Cub NC16957
RUNNER-UP - L E Wade Spring TX - 1941 Piper J-3 Cub NC38302
OUTSTANDING OPEN COCKPIT BIPLANE - Larry Sheehan Springfield MO - 1942 Stearman PT-17 N4593N
OUTSTANDING CLOSED COCKPIT BIPLANE - Russell Latta Atwater GA - 1944 Beechcraft D17S N1185V
OUTSTANDING OPEN COCKPIT MONOPLANE - Ron Johnson Rockford IL - 1941 Ryan PT-22 NC49674
OUTSTANDING CLOSED COCKPIT MONOPLANE -Dwain E Duis Pleasant Hill CA - 1943 Fairchild PT-26A NC63568
TRANSPORT AIRCRAFT
CHAMPION - George W LeMay Calgary Alberta Canada - 1944 DeHavilland Rapide C-F A YE
RUNNER-UP - Eugene and Roberta Coppock Algonquin IL - 1936 Stinson A NC15165
REPLICA AIRCRAFT
CHAMPION - Jim and Bob Younkin Springdale AR shy1935 Howard DGA-6 Mister Mulligan NR273Y
RUNNER-UP - Dale Crites Waukesha WI - 1911 Glenn Curtiss Pusher ~1911D
CUSTOMIZED AIRCRAFT
CHAMPION - Robert H Fergus Dublin OH - 1931 Bubl Pup N230Y
RUNNER-UP - Daniel F Kumler Ocala FL - 1943 Howard DGA-15 N68119
OUTSTANDING - Pat Hartness Greenville SC - 1937 Spartan Executive NC13PH
CLASSIC AIRCRAFT AWARDS
GRAND CHAMPION - Jim Stoia Manning SC - 1946 Luscombe 8A NC71454
RESERVE GRAND CHAMPION - Elymus 1 Nase Rehoboth Beach DE - 1946 Aeronca Chief 11AC NC85829
CLASS I (O-80hp) - Thomas J Palmer Cabboll OH shy1946 Piper J-3C-65 N6170H
4 OCTOBER 1982
CLASS II (81-1S0hp) - Rick and Kathie Page San Mateo CA - 1947 Cessna 140 NC4135N
CLASS III (151 and up) - Myra and John Dunn Crawshyfordsville IN - 1949 Ryan Navion Model A N4825K
CUSTOM CLASS A (0-80hp) - Anthony A T(lrrigno Bueno Park CA - 1950 Mooney M18L Mite N120C
CUSTOM CLASS B (81 -150hp) - Tom Weaver Kalispell MT - 1948 Cessna 140 NC2436V
CUSTOM CLASS C (151hp and up) - Rick and Janice Loomis Riverside CA - 1952 Cessna 195 N3032B
OUTSTANDING IN TYPE
AERONCA CHAMP - David M Forbes Atherton CA shy1946 Aeronca 7 AC NC84198
BEECHCRAFT - Barry Sanders Knoxville TN - 1954 Bonanza N3259C
BELLANCA - John T Morgan Nashville TN - 1950 Bellanca 14-19 N510A
CESSNA 120 140 - Dutch Brafford Lima OH - 1946 Cessna 140 N89728
CESSNA 170 180 - Gary W Rice Portland TX - 1952 Cessna 170B N2469D
CESSNA 190 195 - Kent Blankenburg Arroyo Grande CA - Cessna 195 N195KB
ERCOUPE - Vern Brown St Paul MN - 1946 Ercoupe 415G N3675H
LUSCOMBE - Gary Rudolph Vincennes IN - 1946 Luscombe 8A N45849
NAVION - Mike Turner Franke nmuth MI - 1947 Navion N4043K
PIPER J-3 - Stan Gomoll Blaine MN - 1946 Piper Cub J-3 NC70528
PIPER OTHERS - Phil Steiner Santa Rosa CA - 1954 Piper PA22 N1643P
STINSON - Stephen E Dyer Brighton CO - 1947 Stinson 108-3 NC638C
SWIFT - Mark Holliday Lakeland MN - 1946 Globe Swift N80760
TAYLORCRAFT - Ronald Dupre Chisago City MN shy1946 Taylorcraft BCS-12D N95523
LIMITED PRODUCTION - Robert E Thomas Weavershyville CA - 1946 Funk B85C N77720
MOST UNUSUAL - Raymond J Vosika Chipley FL shy1948 Emigh Trojan A-2 N8314H
BEST CONTINUALLY MAINTAINED - Frank D Evans and T Dietrich Kitchener Ontario Canada - 1948 Auster AOP VI C-FLWK
MYSTERY PLANE
Reid Patterson PO Box 163 Whitewater WI 53190 provided the photo for this months Mystery Plane A clue to the location is the PA painted on the roof of the building in the background The answer will appear in the December 1982 issue of The VINTAGE AIRPLANE
The August Mystery Plane was a rare bird indeed No one correctly identified it Mike Rezich who supplied the photo writes
This one was a darb It was built by a Syl Johnson of Chicago I witshynessed all three flights including the last one
It was built out of a Church Midwing fuselage with a 4-cylinder Henderson engine It had a full round wing The idea was to have it
resemble a ham The builder was trying to sell it to one of the Chicago meat packers as The Flying Ham and fly it over the Worlds Fair at Chicago in 1933 and 1934 but it never did pan out
On the trial flights he staggered around the Harlem airport at no more than 100 feet altitude very unstable for directional control It had a rudder from an Eaglerock bishyplane On its last flight he lost it on landing It got up on the edge of the wing and started to roll like a pie plate until it fell on top of him We dashed out and rescued him from the wreck That was the end of the Unishyplane and the Flying Ham Both pilot and plane were true to the name Flying Ham
Three responses were received Chuck Faber of Waukesha WI thought it was an early version of the Paraplane Leroy Brown Zellshywood FL called it an Arup Flying
Wing and Reid Patterson who supplied this months Mystery Plan photo thought it was a Johnson Uni-Plane
Further on the June Mystery Plane Clark Wilson writes
The engine on the June Mystery Plane is a 9-cylinder Packard diesel I believe this airplane has been referred to as the Bird Mailplane Only one was built
Although having the classic Bird look there were major differences The upper wing was designed with a center section instead of attaching at the center The landing gear looks different and was an unusual ballshyand-socket arrangement where it attached to the fuselage Im sure there are others
Td like very much to hear from anyone with information past history or photos of this Bird Write to Clark Wilson 3205h Belvedere Road West Palm Beach FL 33406 bull
~----------------------------------------------------------------------------------------~ VINTAGE AIRPLANE 5
Pictured in front of their 1946 Luscombe SA are Jim Stoia work Exceptional metal working ability is a must for such a Jims wife Mary and Tom Stoia The brilliant shine on the Grand project Champion Classic is the result of over two years of dedicated (Photo by Norm Petersen)
LUSCOMBE8A 1982 GRAND CHAMPION CLASSIC
By Norm Petersen EAA Staff Editorial Assistant
So often the common interpretation of a trophy winner in the Classic division of EAA is that of a busybody removing accumulated oil grease and dirt from a tired old airplane spraying on a shiny new coat of paint and voila we have a winner Such is not the case with our 1982 Grand Champion Classic Luscombe - a 1946 8A registered NC71454 SIN 2881 manufactured on 5-13-46 by the Luscombe Airplane Corporation Dallas Texas USA
To fully appreciate how anyone would have the tenacity and patience to completely replace 75 of the metal in a 36-year-old airplane we have to go into the background of the restorers Jim and Tom Stoia brothers extraodinaire of Manning South Carolina The boys were raised in an aviation atmosphere by their father William Bill Stoia who at one time worked for Dolph Overton at the Wings and Wheels Museum in Santee South Carolina EAAs team of Jack and Golda Cox worked at Wings and Wheels at the same time and remember Jim and Tom Stoia as very young busy and highly portable children
When Bill Stoia opened a fixed base operation at the Clarendon County Airport Manning South Carolina under the name Precision Air Co he asked Jim to come
into business with him while Tom was finishing high school so he too could join the business Under the watchshyful eye of father Bill the business of aircraft repair has shown a steady growth with the primary emphasis on first class metalwork
About six years ago an insurance company asked the Stoia firm to bid on a Luscombe 8A that had blown away in a tornado The tail wheel had remained tied down while the aircraft blew 300 feet away Needless to say the resulting pile of metal was a genuine basket case Further damage was incurred when another salvage crew cut every cable in the airplane Precision Air was the lucky () new owner at $1200
The heap of twisted metal laid in the back of the hangar for nearly three years before Jim and Tom decided the time had arrived to begin the rebuild Beginning with the two wing panels which had been metalized years previously the brothers drilled all the covering metal off and were delighted to find all internal drag wires compression struts and fittings in place This allowed them to rebuild the wings as per original with fabric covering Jim remembers trimming the metalized trailing edge to a smaller size and using the same metal for the fabric covered wings a slow and tedious process - but effective
New ailerons were built from scratch using only the old fittings The fluted covering metal was obtained from
6 OCTOBER 1982
(Photo by Ted Koston) Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh S2 Shape of wingtip and wing root are most easily recognized Luscombe features
Univair All tail surfaces were completely rebuilt except the ribs which were deemed usable The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe
Three of the four lift struts were suitable for use and a fourth one was obtained from Univair The wheel pants that came with the plane were from a Cessna 140 and were totally useless A pair of genuine Luscombe wheel pants were located in California however when they arrived it was obvious they had been in their own tornado Again father Bill put his metalworking ability to the job at hand and before long a nearmiddotperfect set of bright and shiny Luscombe wheel pants were ready for final asshysembly
Without a doubt the most difficult part of the rebuild was the fuselage which required replacement of 75 of the metal Jim says the biggest problem was finding perfect sheet aluminum for re-skinning the fuselage He would sift through many sheets before a perfect pattern could be cut from a particular sheet Jim maintains the Reynolds Alclad of years ago was far superior to the present Alclad Apparently the outside coating of pure aluminum is not as thick as it used to be and easily suffers from polish through
As Jim slowly brought the fuselage back to new condishytion Tom was busy with a new interior installation tastefully done in blue with a darker blue stripe and a soft gray headliner Coupled with a new set of instruments behind a shiny new instrument panel and chrome plated control sticks the interior began to take on the look of a winner A new windshield was carefully installed along
(Photo by Ted Koston) Luscombe landing gear with original aluminum wheel pants Small venturi runs turn amp bank indicator One streamline wire attaches to each axle reflection mjlkes it look like two
with new side glass New stainless control cables with swedged end fittings were installed to match the original
Up front was another story of determined work The Continental A65-8 engine was major overhauled with all necessary new parts New Eiseman magnetos were installed along with a new unshielded wiring harness To complete the new look to the engine compartment new baffles intake tubes and exhaust stacks were installed To complete the nose installation a new Sensenich wood propeller was capped with an original skull cap spinner - all highly polished
After covering the rebuilt wings with Ceconite no less than 25 coats of butyrate dope were hand rubbed to a super smooth finish A final finish of silver polyurethane was sprayed on the wings to match the silver struts Even the aluminum pitot tube was polished to look almost like chrome
(Photo by Ted Koston) The tail surfaces were completely rebuilt using only the old ribs Jim Stoia says a recent switch to Blue Magic polish has made upkeep much easier (He buys it by the case) The results are to see
VINTAGE AIRPLANE 7
(Photo by Ted Koston) Interior is tastefully done in shades of blue with black crinkleshyfinish around instruments This was the standard panel in 1946 Note chromed control sticks
Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the look complete With the Camden South Carolina fly-in fast approaching in October 1981 the finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen) Younger brother Tom Stoia explains engine compartment The Continental A65-8 was majored from the crankshaft on up Note new unshielded wiring harness and wooden propeller exactly as new
two years of restoration came to fruition when Jim made the first 20 minute flight One wing was a bit heavy so after adjusting the struts Tom made the second flight late in the evening before the big fly-in Everything seemed to be in perfect shape
The brothers decided to polish the entire plane one more time by hand and stayed up until 3 am to accomplish the task They were rather surprised to have a plane land on the fieJd at that hour of the morning The pilot got out and rah through the underbush towards the road into town Before long a sheriffs car sped up with lights flashing and siren wailing One deputy posted guard on the plane -vhile the other drove into town and promptly arrested the pilot as he sat eating an Egg McMuffin The weed seeds and burrs on his pants were a dead giveshyaway The plane contained over 1200 pounds of marishyjuana Jim and Tom quietly finished the polish job and retired for a little rest
After taking honors at the Camden Fly-In the Luscombe middotwas flown to the Statesville North Carolina A IC Chapter 3 fly-in in May 1982 where again the shiny bird won the big award By this time the Stoia family was thinking about Oshkosh - the big one Again the preparatiqns were many such as Jims wife Mary sewing a complete cover for the plane from new bed sheet material It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish Just remove the cover polish a little and its ready to go In addition a new set of Cleveland brakes were installed before therip to Oshkosh Tom even redid portions of the interior where people had tarnished the cloth
The brIght and shiny Luscombe arrived at Oshkosh 82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic judges On Friday evening the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award
The smile on Bill Stoias face has a certain reassurance to it His faith in his two sons has proven itself The nearly lost art of true metalworking is reappearing with sons Jim and Tom We are all benefactors
So often we look at the beauty of a trophy winner and wonder if its really worth the effort As Jim explains We retrieve damaged airplanes from all over the East Coast bring them into our home base on the shores of Lake Marion and when the owners show up to learn of our bid they ask of the quality of our work We open the hangar and let them gaze on the Luscombe They turn to us with a twinkle in their eyes and say - go ahead bull
CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT GEORGIAshy
International Cessna 120140 Association Inc Annual convenshytion and fly-in For info contact Charlie Wilson 567 Forrest Aveshynue Fayetteville GA 30214414461-6279
OCTOBER 10 - BOLIVAR TENNESSEE - EM Chapter 763 Fly-In and Air Show Contact Billy Whitehurst PO Box 376 Bolivar TN 38008 901658-6282
OCTOBER 15-17 - CAMDEN SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM AntiqueClassic Chapter 3 Anliques Classics Homebuilts Ultralights and Warbirds welcome Awards and banquet Saturday night For further information contact Geneva McKiernan 5301 Finsbury Place Charlotte NC 28211
NOVEMBER 11 - FAIRVIEW OKLAHOMA - Thirty-first Annual Breakshyfast Fly-In Free breakfast to those who fly in Trophies for best experimental and antique aircraft Field closes 1230 pm For information contact Doug Wiens at Fair View Airport Fairview OK 73737
8 OCTOBER 1982
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
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Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
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Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
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AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
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September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
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VINTAGE AIRPLANE 23
CLASS II (81-1S0hp) - Rick and Kathie Page San Mateo CA - 1947 Cessna 140 NC4135N
CLASS III (151 and up) - Myra and John Dunn Crawshyfordsville IN - 1949 Ryan Navion Model A N4825K
CUSTOM CLASS A (0-80hp) - Anthony A T(lrrigno Bueno Park CA - 1950 Mooney M18L Mite N120C
CUSTOM CLASS B (81 -150hp) - Tom Weaver Kalispell MT - 1948 Cessna 140 NC2436V
CUSTOM CLASS C (151hp and up) - Rick and Janice Loomis Riverside CA - 1952 Cessna 195 N3032B
OUTSTANDING IN TYPE
AERONCA CHAMP - David M Forbes Atherton CA shy1946 Aeronca 7 AC NC84198
BEECHCRAFT - Barry Sanders Knoxville TN - 1954 Bonanza N3259C
BELLANCA - John T Morgan Nashville TN - 1950 Bellanca 14-19 N510A
CESSNA 120 140 - Dutch Brafford Lima OH - 1946 Cessna 140 N89728
CESSNA 170 180 - Gary W Rice Portland TX - 1952 Cessna 170B N2469D
CESSNA 190 195 - Kent Blankenburg Arroyo Grande CA - Cessna 195 N195KB
ERCOUPE - Vern Brown St Paul MN - 1946 Ercoupe 415G N3675H
LUSCOMBE - Gary Rudolph Vincennes IN - 1946 Luscombe 8A N45849
NAVION - Mike Turner Franke nmuth MI - 1947 Navion N4043K
PIPER J-3 - Stan Gomoll Blaine MN - 1946 Piper Cub J-3 NC70528
PIPER OTHERS - Phil Steiner Santa Rosa CA - 1954 Piper PA22 N1643P
STINSON - Stephen E Dyer Brighton CO - 1947 Stinson 108-3 NC638C
SWIFT - Mark Holliday Lakeland MN - 1946 Globe Swift N80760
TAYLORCRAFT - Ronald Dupre Chisago City MN shy1946 Taylorcraft BCS-12D N95523
LIMITED PRODUCTION - Robert E Thomas Weavershyville CA - 1946 Funk B85C N77720
MOST UNUSUAL - Raymond J Vosika Chipley FL shy1948 Emigh Trojan A-2 N8314H
BEST CONTINUALLY MAINTAINED - Frank D Evans and T Dietrich Kitchener Ontario Canada - 1948 Auster AOP VI C-FLWK
MYSTERY PLANE
Reid Patterson PO Box 163 Whitewater WI 53190 provided the photo for this months Mystery Plane A clue to the location is the PA painted on the roof of the building in the background The answer will appear in the December 1982 issue of The VINTAGE AIRPLANE
The August Mystery Plane was a rare bird indeed No one correctly identified it Mike Rezich who supplied the photo writes
This one was a darb It was built by a Syl Johnson of Chicago I witshynessed all three flights including the last one
It was built out of a Church Midwing fuselage with a 4-cylinder Henderson engine It had a full round wing The idea was to have it
resemble a ham The builder was trying to sell it to one of the Chicago meat packers as The Flying Ham and fly it over the Worlds Fair at Chicago in 1933 and 1934 but it never did pan out
On the trial flights he staggered around the Harlem airport at no more than 100 feet altitude very unstable for directional control It had a rudder from an Eaglerock bishyplane On its last flight he lost it on landing It got up on the edge of the wing and started to roll like a pie plate until it fell on top of him We dashed out and rescued him from the wreck That was the end of the Unishyplane and the Flying Ham Both pilot and plane were true to the name Flying Ham
Three responses were received Chuck Faber of Waukesha WI thought it was an early version of the Paraplane Leroy Brown Zellshywood FL called it an Arup Flying
Wing and Reid Patterson who supplied this months Mystery Plan photo thought it was a Johnson Uni-Plane
Further on the June Mystery Plane Clark Wilson writes
The engine on the June Mystery Plane is a 9-cylinder Packard diesel I believe this airplane has been referred to as the Bird Mailplane Only one was built
Although having the classic Bird look there were major differences The upper wing was designed with a center section instead of attaching at the center The landing gear looks different and was an unusual ballshyand-socket arrangement where it attached to the fuselage Im sure there are others
Td like very much to hear from anyone with information past history or photos of this Bird Write to Clark Wilson 3205h Belvedere Road West Palm Beach FL 33406 bull
~----------------------------------------------------------------------------------------~ VINTAGE AIRPLANE 5
Pictured in front of their 1946 Luscombe SA are Jim Stoia work Exceptional metal working ability is a must for such a Jims wife Mary and Tom Stoia The brilliant shine on the Grand project Champion Classic is the result of over two years of dedicated (Photo by Norm Petersen)
LUSCOMBE8A 1982 GRAND CHAMPION CLASSIC
By Norm Petersen EAA Staff Editorial Assistant
So often the common interpretation of a trophy winner in the Classic division of EAA is that of a busybody removing accumulated oil grease and dirt from a tired old airplane spraying on a shiny new coat of paint and voila we have a winner Such is not the case with our 1982 Grand Champion Classic Luscombe - a 1946 8A registered NC71454 SIN 2881 manufactured on 5-13-46 by the Luscombe Airplane Corporation Dallas Texas USA
To fully appreciate how anyone would have the tenacity and patience to completely replace 75 of the metal in a 36-year-old airplane we have to go into the background of the restorers Jim and Tom Stoia brothers extraodinaire of Manning South Carolina The boys were raised in an aviation atmosphere by their father William Bill Stoia who at one time worked for Dolph Overton at the Wings and Wheels Museum in Santee South Carolina EAAs team of Jack and Golda Cox worked at Wings and Wheels at the same time and remember Jim and Tom Stoia as very young busy and highly portable children
When Bill Stoia opened a fixed base operation at the Clarendon County Airport Manning South Carolina under the name Precision Air Co he asked Jim to come
into business with him while Tom was finishing high school so he too could join the business Under the watchshyful eye of father Bill the business of aircraft repair has shown a steady growth with the primary emphasis on first class metalwork
About six years ago an insurance company asked the Stoia firm to bid on a Luscombe 8A that had blown away in a tornado The tail wheel had remained tied down while the aircraft blew 300 feet away Needless to say the resulting pile of metal was a genuine basket case Further damage was incurred when another salvage crew cut every cable in the airplane Precision Air was the lucky () new owner at $1200
The heap of twisted metal laid in the back of the hangar for nearly three years before Jim and Tom decided the time had arrived to begin the rebuild Beginning with the two wing panels which had been metalized years previously the brothers drilled all the covering metal off and were delighted to find all internal drag wires compression struts and fittings in place This allowed them to rebuild the wings as per original with fabric covering Jim remembers trimming the metalized trailing edge to a smaller size and using the same metal for the fabric covered wings a slow and tedious process - but effective
New ailerons were built from scratch using only the old fittings The fluted covering metal was obtained from
6 OCTOBER 1982
(Photo by Ted Koston) Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh S2 Shape of wingtip and wing root are most easily recognized Luscombe features
Univair All tail surfaces were completely rebuilt except the ribs which were deemed usable The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe
Three of the four lift struts were suitable for use and a fourth one was obtained from Univair The wheel pants that came with the plane were from a Cessna 140 and were totally useless A pair of genuine Luscombe wheel pants were located in California however when they arrived it was obvious they had been in their own tornado Again father Bill put his metalworking ability to the job at hand and before long a nearmiddotperfect set of bright and shiny Luscombe wheel pants were ready for final asshysembly
Without a doubt the most difficult part of the rebuild was the fuselage which required replacement of 75 of the metal Jim says the biggest problem was finding perfect sheet aluminum for re-skinning the fuselage He would sift through many sheets before a perfect pattern could be cut from a particular sheet Jim maintains the Reynolds Alclad of years ago was far superior to the present Alclad Apparently the outside coating of pure aluminum is not as thick as it used to be and easily suffers from polish through
As Jim slowly brought the fuselage back to new condishytion Tom was busy with a new interior installation tastefully done in blue with a darker blue stripe and a soft gray headliner Coupled with a new set of instruments behind a shiny new instrument panel and chrome plated control sticks the interior began to take on the look of a winner A new windshield was carefully installed along
(Photo by Ted Koston) Luscombe landing gear with original aluminum wheel pants Small venturi runs turn amp bank indicator One streamline wire attaches to each axle reflection mjlkes it look like two
with new side glass New stainless control cables with swedged end fittings were installed to match the original
Up front was another story of determined work The Continental A65-8 engine was major overhauled with all necessary new parts New Eiseman magnetos were installed along with a new unshielded wiring harness To complete the new look to the engine compartment new baffles intake tubes and exhaust stacks were installed To complete the nose installation a new Sensenich wood propeller was capped with an original skull cap spinner - all highly polished
After covering the rebuilt wings with Ceconite no less than 25 coats of butyrate dope were hand rubbed to a super smooth finish A final finish of silver polyurethane was sprayed on the wings to match the silver struts Even the aluminum pitot tube was polished to look almost like chrome
(Photo by Ted Koston) The tail surfaces were completely rebuilt using only the old ribs Jim Stoia says a recent switch to Blue Magic polish has made upkeep much easier (He buys it by the case) The results are to see
VINTAGE AIRPLANE 7
(Photo by Ted Koston) Interior is tastefully done in shades of blue with black crinkleshyfinish around instruments This was the standard panel in 1946 Note chromed control sticks
Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the look complete With the Camden South Carolina fly-in fast approaching in October 1981 the finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen) Younger brother Tom Stoia explains engine compartment The Continental A65-8 was majored from the crankshaft on up Note new unshielded wiring harness and wooden propeller exactly as new
two years of restoration came to fruition when Jim made the first 20 minute flight One wing was a bit heavy so after adjusting the struts Tom made the second flight late in the evening before the big fly-in Everything seemed to be in perfect shape
The brothers decided to polish the entire plane one more time by hand and stayed up until 3 am to accomplish the task They were rather surprised to have a plane land on the fieJd at that hour of the morning The pilot got out and rah through the underbush towards the road into town Before long a sheriffs car sped up with lights flashing and siren wailing One deputy posted guard on the plane -vhile the other drove into town and promptly arrested the pilot as he sat eating an Egg McMuffin The weed seeds and burrs on his pants were a dead giveshyaway The plane contained over 1200 pounds of marishyjuana Jim and Tom quietly finished the polish job and retired for a little rest
After taking honors at the Camden Fly-In the Luscombe middotwas flown to the Statesville North Carolina A IC Chapter 3 fly-in in May 1982 where again the shiny bird won the big award By this time the Stoia family was thinking about Oshkosh - the big one Again the preparatiqns were many such as Jims wife Mary sewing a complete cover for the plane from new bed sheet material It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish Just remove the cover polish a little and its ready to go In addition a new set of Cleveland brakes were installed before therip to Oshkosh Tom even redid portions of the interior where people had tarnished the cloth
The brIght and shiny Luscombe arrived at Oshkosh 82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic judges On Friday evening the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award
The smile on Bill Stoias face has a certain reassurance to it His faith in his two sons has proven itself The nearly lost art of true metalworking is reappearing with sons Jim and Tom We are all benefactors
So often we look at the beauty of a trophy winner and wonder if its really worth the effort As Jim explains We retrieve damaged airplanes from all over the East Coast bring them into our home base on the shores of Lake Marion and when the owners show up to learn of our bid they ask of the quality of our work We open the hangar and let them gaze on the Luscombe They turn to us with a twinkle in their eyes and say - go ahead bull
CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT GEORGIAshy
International Cessna 120140 Association Inc Annual convenshytion and fly-in For info contact Charlie Wilson 567 Forrest Aveshynue Fayetteville GA 30214414461-6279
OCTOBER 10 - BOLIVAR TENNESSEE - EM Chapter 763 Fly-In and Air Show Contact Billy Whitehurst PO Box 376 Bolivar TN 38008 901658-6282
OCTOBER 15-17 - CAMDEN SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM AntiqueClassic Chapter 3 Anliques Classics Homebuilts Ultralights and Warbirds welcome Awards and banquet Saturday night For further information contact Geneva McKiernan 5301 Finsbury Place Charlotte NC 28211
NOVEMBER 11 - FAIRVIEW OKLAHOMA - Thirty-first Annual Breakshyfast Fly-In Free breakfast to those who fly in Trophies for best experimental and antique aircraft Field closes 1230 pm For information contact Doug Wiens at Fair View Airport Fairview OK 73737
8 OCTOBER 1982
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
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Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
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Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
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FLYING AND GLIDER MANUALS
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Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
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through December 1979 - February through December 1980 - January March through July September
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September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
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bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
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VINTAGE AIRPLANE 23
Pictured in front of their 1946 Luscombe SA are Jim Stoia work Exceptional metal working ability is a must for such a Jims wife Mary and Tom Stoia The brilliant shine on the Grand project Champion Classic is the result of over two years of dedicated (Photo by Norm Petersen)
LUSCOMBE8A 1982 GRAND CHAMPION CLASSIC
By Norm Petersen EAA Staff Editorial Assistant
So often the common interpretation of a trophy winner in the Classic division of EAA is that of a busybody removing accumulated oil grease and dirt from a tired old airplane spraying on a shiny new coat of paint and voila we have a winner Such is not the case with our 1982 Grand Champion Classic Luscombe - a 1946 8A registered NC71454 SIN 2881 manufactured on 5-13-46 by the Luscombe Airplane Corporation Dallas Texas USA
To fully appreciate how anyone would have the tenacity and patience to completely replace 75 of the metal in a 36-year-old airplane we have to go into the background of the restorers Jim and Tom Stoia brothers extraodinaire of Manning South Carolina The boys were raised in an aviation atmosphere by their father William Bill Stoia who at one time worked for Dolph Overton at the Wings and Wheels Museum in Santee South Carolina EAAs team of Jack and Golda Cox worked at Wings and Wheels at the same time and remember Jim and Tom Stoia as very young busy and highly portable children
When Bill Stoia opened a fixed base operation at the Clarendon County Airport Manning South Carolina under the name Precision Air Co he asked Jim to come
into business with him while Tom was finishing high school so he too could join the business Under the watchshyful eye of father Bill the business of aircraft repair has shown a steady growth with the primary emphasis on first class metalwork
About six years ago an insurance company asked the Stoia firm to bid on a Luscombe 8A that had blown away in a tornado The tail wheel had remained tied down while the aircraft blew 300 feet away Needless to say the resulting pile of metal was a genuine basket case Further damage was incurred when another salvage crew cut every cable in the airplane Precision Air was the lucky () new owner at $1200
The heap of twisted metal laid in the back of the hangar for nearly three years before Jim and Tom decided the time had arrived to begin the rebuild Beginning with the two wing panels which had been metalized years previously the brothers drilled all the covering metal off and were delighted to find all internal drag wires compression struts and fittings in place This allowed them to rebuild the wings as per original with fabric covering Jim remembers trimming the metalized trailing edge to a smaller size and using the same metal for the fabric covered wings a slow and tedious process - but effective
New ailerons were built from scratch using only the old fittings The fluted covering metal was obtained from
6 OCTOBER 1982
(Photo by Ted Koston) Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh S2 Shape of wingtip and wing root are most easily recognized Luscombe features
Univair All tail surfaces were completely rebuilt except the ribs which were deemed usable The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe
Three of the four lift struts were suitable for use and a fourth one was obtained from Univair The wheel pants that came with the plane were from a Cessna 140 and were totally useless A pair of genuine Luscombe wheel pants were located in California however when they arrived it was obvious they had been in their own tornado Again father Bill put his metalworking ability to the job at hand and before long a nearmiddotperfect set of bright and shiny Luscombe wheel pants were ready for final asshysembly
Without a doubt the most difficult part of the rebuild was the fuselage which required replacement of 75 of the metal Jim says the biggest problem was finding perfect sheet aluminum for re-skinning the fuselage He would sift through many sheets before a perfect pattern could be cut from a particular sheet Jim maintains the Reynolds Alclad of years ago was far superior to the present Alclad Apparently the outside coating of pure aluminum is not as thick as it used to be and easily suffers from polish through
As Jim slowly brought the fuselage back to new condishytion Tom was busy with a new interior installation tastefully done in blue with a darker blue stripe and a soft gray headliner Coupled with a new set of instruments behind a shiny new instrument panel and chrome plated control sticks the interior began to take on the look of a winner A new windshield was carefully installed along
(Photo by Ted Koston) Luscombe landing gear with original aluminum wheel pants Small venturi runs turn amp bank indicator One streamline wire attaches to each axle reflection mjlkes it look like two
with new side glass New stainless control cables with swedged end fittings were installed to match the original
Up front was another story of determined work The Continental A65-8 engine was major overhauled with all necessary new parts New Eiseman magnetos were installed along with a new unshielded wiring harness To complete the new look to the engine compartment new baffles intake tubes and exhaust stacks were installed To complete the nose installation a new Sensenich wood propeller was capped with an original skull cap spinner - all highly polished
After covering the rebuilt wings with Ceconite no less than 25 coats of butyrate dope were hand rubbed to a super smooth finish A final finish of silver polyurethane was sprayed on the wings to match the silver struts Even the aluminum pitot tube was polished to look almost like chrome
(Photo by Ted Koston) The tail surfaces were completely rebuilt using only the old ribs Jim Stoia says a recent switch to Blue Magic polish has made upkeep much easier (He buys it by the case) The results are to see
VINTAGE AIRPLANE 7
(Photo by Ted Koston) Interior is tastefully done in shades of blue with black crinkleshyfinish around instruments This was the standard panel in 1946 Note chromed control sticks
Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the look complete With the Camden South Carolina fly-in fast approaching in October 1981 the finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen) Younger brother Tom Stoia explains engine compartment The Continental A65-8 was majored from the crankshaft on up Note new unshielded wiring harness and wooden propeller exactly as new
two years of restoration came to fruition when Jim made the first 20 minute flight One wing was a bit heavy so after adjusting the struts Tom made the second flight late in the evening before the big fly-in Everything seemed to be in perfect shape
The brothers decided to polish the entire plane one more time by hand and stayed up until 3 am to accomplish the task They were rather surprised to have a plane land on the fieJd at that hour of the morning The pilot got out and rah through the underbush towards the road into town Before long a sheriffs car sped up with lights flashing and siren wailing One deputy posted guard on the plane -vhile the other drove into town and promptly arrested the pilot as he sat eating an Egg McMuffin The weed seeds and burrs on his pants were a dead giveshyaway The plane contained over 1200 pounds of marishyjuana Jim and Tom quietly finished the polish job and retired for a little rest
After taking honors at the Camden Fly-In the Luscombe middotwas flown to the Statesville North Carolina A IC Chapter 3 fly-in in May 1982 where again the shiny bird won the big award By this time the Stoia family was thinking about Oshkosh - the big one Again the preparatiqns were many such as Jims wife Mary sewing a complete cover for the plane from new bed sheet material It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish Just remove the cover polish a little and its ready to go In addition a new set of Cleveland brakes were installed before therip to Oshkosh Tom even redid portions of the interior where people had tarnished the cloth
The brIght and shiny Luscombe arrived at Oshkosh 82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic judges On Friday evening the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award
The smile on Bill Stoias face has a certain reassurance to it His faith in his two sons has proven itself The nearly lost art of true metalworking is reappearing with sons Jim and Tom We are all benefactors
So often we look at the beauty of a trophy winner and wonder if its really worth the effort As Jim explains We retrieve damaged airplanes from all over the East Coast bring them into our home base on the shores of Lake Marion and when the owners show up to learn of our bid they ask of the quality of our work We open the hangar and let them gaze on the Luscombe They turn to us with a twinkle in their eyes and say - go ahead bull
CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT GEORGIAshy
International Cessna 120140 Association Inc Annual convenshytion and fly-in For info contact Charlie Wilson 567 Forrest Aveshynue Fayetteville GA 30214414461-6279
OCTOBER 10 - BOLIVAR TENNESSEE - EM Chapter 763 Fly-In and Air Show Contact Billy Whitehurst PO Box 376 Bolivar TN 38008 901658-6282
OCTOBER 15-17 - CAMDEN SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM AntiqueClassic Chapter 3 Anliques Classics Homebuilts Ultralights and Warbirds welcome Awards and banquet Saturday night For further information contact Geneva McKiernan 5301 Finsbury Place Charlotte NC 28211
NOVEMBER 11 - FAIRVIEW OKLAHOMA - Thirty-first Annual Breakshyfast Fly-In Free breakfast to those who fly in Trophies for best experimental and antique aircraft Field closes 1230 pm For information contact Doug Wiens at Fair View Airport Fairview OK 73737
8 OCTOBER 1982
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
(Photo by Ted Koston) Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh S2 Shape of wingtip and wing root are most easily recognized Luscombe features
Univair All tail surfaces were completely rebuilt except the ribs which were deemed usable The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe
Three of the four lift struts were suitable for use and a fourth one was obtained from Univair The wheel pants that came with the plane were from a Cessna 140 and were totally useless A pair of genuine Luscombe wheel pants were located in California however when they arrived it was obvious they had been in their own tornado Again father Bill put his metalworking ability to the job at hand and before long a nearmiddotperfect set of bright and shiny Luscombe wheel pants were ready for final asshysembly
Without a doubt the most difficult part of the rebuild was the fuselage which required replacement of 75 of the metal Jim says the biggest problem was finding perfect sheet aluminum for re-skinning the fuselage He would sift through many sheets before a perfect pattern could be cut from a particular sheet Jim maintains the Reynolds Alclad of years ago was far superior to the present Alclad Apparently the outside coating of pure aluminum is not as thick as it used to be and easily suffers from polish through
As Jim slowly brought the fuselage back to new condishytion Tom was busy with a new interior installation tastefully done in blue with a darker blue stripe and a soft gray headliner Coupled with a new set of instruments behind a shiny new instrument panel and chrome plated control sticks the interior began to take on the look of a winner A new windshield was carefully installed along
(Photo by Ted Koston) Luscombe landing gear with original aluminum wheel pants Small venturi runs turn amp bank indicator One streamline wire attaches to each axle reflection mjlkes it look like two
with new side glass New stainless control cables with swedged end fittings were installed to match the original
Up front was another story of determined work The Continental A65-8 engine was major overhauled with all necessary new parts New Eiseman magnetos were installed along with a new unshielded wiring harness To complete the new look to the engine compartment new baffles intake tubes and exhaust stacks were installed To complete the nose installation a new Sensenich wood propeller was capped with an original skull cap spinner - all highly polished
After covering the rebuilt wings with Ceconite no less than 25 coats of butyrate dope were hand rubbed to a super smooth finish A final finish of silver polyurethane was sprayed on the wings to match the silver struts Even the aluminum pitot tube was polished to look almost like chrome
(Photo by Ted Koston) The tail surfaces were completely rebuilt using only the old ribs Jim Stoia says a recent switch to Blue Magic polish has made upkeep much easier (He buys it by the case) The results are to see
VINTAGE AIRPLANE 7
(Photo by Ted Koston) Interior is tastefully done in shades of blue with black crinkleshyfinish around instruments This was the standard panel in 1946 Note chromed control sticks
Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the look complete With the Camden South Carolina fly-in fast approaching in October 1981 the finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen) Younger brother Tom Stoia explains engine compartment The Continental A65-8 was majored from the crankshaft on up Note new unshielded wiring harness and wooden propeller exactly as new
two years of restoration came to fruition when Jim made the first 20 minute flight One wing was a bit heavy so after adjusting the struts Tom made the second flight late in the evening before the big fly-in Everything seemed to be in perfect shape
The brothers decided to polish the entire plane one more time by hand and stayed up until 3 am to accomplish the task They were rather surprised to have a plane land on the fieJd at that hour of the morning The pilot got out and rah through the underbush towards the road into town Before long a sheriffs car sped up with lights flashing and siren wailing One deputy posted guard on the plane -vhile the other drove into town and promptly arrested the pilot as he sat eating an Egg McMuffin The weed seeds and burrs on his pants were a dead giveshyaway The plane contained over 1200 pounds of marishyjuana Jim and Tom quietly finished the polish job and retired for a little rest
After taking honors at the Camden Fly-In the Luscombe middotwas flown to the Statesville North Carolina A IC Chapter 3 fly-in in May 1982 where again the shiny bird won the big award By this time the Stoia family was thinking about Oshkosh - the big one Again the preparatiqns were many such as Jims wife Mary sewing a complete cover for the plane from new bed sheet material It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish Just remove the cover polish a little and its ready to go In addition a new set of Cleveland brakes were installed before therip to Oshkosh Tom even redid portions of the interior where people had tarnished the cloth
The brIght and shiny Luscombe arrived at Oshkosh 82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic judges On Friday evening the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award
The smile on Bill Stoias face has a certain reassurance to it His faith in his two sons has proven itself The nearly lost art of true metalworking is reappearing with sons Jim and Tom We are all benefactors
So often we look at the beauty of a trophy winner and wonder if its really worth the effort As Jim explains We retrieve damaged airplanes from all over the East Coast bring them into our home base on the shores of Lake Marion and when the owners show up to learn of our bid they ask of the quality of our work We open the hangar and let them gaze on the Luscombe They turn to us with a twinkle in their eyes and say - go ahead bull
CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT GEORGIAshy
International Cessna 120140 Association Inc Annual convenshytion and fly-in For info contact Charlie Wilson 567 Forrest Aveshynue Fayetteville GA 30214414461-6279
OCTOBER 10 - BOLIVAR TENNESSEE - EM Chapter 763 Fly-In and Air Show Contact Billy Whitehurst PO Box 376 Bolivar TN 38008 901658-6282
OCTOBER 15-17 - CAMDEN SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM AntiqueClassic Chapter 3 Anliques Classics Homebuilts Ultralights and Warbirds welcome Awards and banquet Saturday night For further information contact Geneva McKiernan 5301 Finsbury Place Charlotte NC 28211
NOVEMBER 11 - FAIRVIEW OKLAHOMA - Thirty-first Annual Breakshyfast Fly-In Free breakfast to those who fly in Trophies for best experimental and antique aircraft Field closes 1230 pm For information contact Doug Wiens at Fair View Airport Fairview OK 73737
8 OCTOBER 1982
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
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Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
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Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
(Photo by Ted Koston) Interior is tastefully done in shades of blue with black crinkleshyfinish around instruments This was the standard panel in 1946 Note chromed control sticks
Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the look complete With the Camden South Carolina fly-in fast approaching in October 1981 the finishing and detail work reached a fever pitch and over
(Photo by Norm Petersen) Younger brother Tom Stoia explains engine compartment The Continental A65-8 was majored from the crankshaft on up Note new unshielded wiring harness and wooden propeller exactly as new
two years of restoration came to fruition when Jim made the first 20 minute flight One wing was a bit heavy so after adjusting the struts Tom made the second flight late in the evening before the big fly-in Everything seemed to be in perfect shape
The brothers decided to polish the entire plane one more time by hand and stayed up until 3 am to accomplish the task They were rather surprised to have a plane land on the fieJd at that hour of the morning The pilot got out and rah through the underbush towards the road into town Before long a sheriffs car sped up with lights flashing and siren wailing One deputy posted guard on the plane -vhile the other drove into town and promptly arrested the pilot as he sat eating an Egg McMuffin The weed seeds and burrs on his pants were a dead giveshyaway The plane contained over 1200 pounds of marishyjuana Jim and Tom quietly finished the polish job and retired for a little rest
After taking honors at the Camden Fly-In the Luscombe middotwas flown to the Statesville North Carolina A IC Chapter 3 fly-in in May 1982 where again the shiny bird won the big award By this time the Stoia family was thinking about Oshkosh - the big one Again the preparatiqns were many such as Jims wife Mary sewing a complete cover for the plane from new bed sheet material It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish Just remove the cover polish a little and its ready to go In addition a new set of Cleveland brakes were installed before therip to Oshkosh Tom even redid portions of the interior where people had tarnished the cloth
The brIght and shiny Luscombe arrived at Oshkosh 82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic judges On Friday evening the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award
The smile on Bill Stoias face has a certain reassurance to it His faith in his two sons has proven itself The nearly lost art of true metalworking is reappearing with sons Jim and Tom We are all benefactors
So often we look at the beauty of a trophy winner and wonder if its really worth the effort As Jim explains We retrieve damaged airplanes from all over the East Coast bring them into our home base on the shores of Lake Marion and when the owners show up to learn of our bid they ask of the quality of our work We open the hangar and let them gaze on the Luscombe They turn to us with a twinkle in their eyes and say - go ahead bull
CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT GEORGIAshy
International Cessna 120140 Association Inc Annual convenshytion and fly-in For info contact Charlie Wilson 567 Forrest Aveshynue Fayetteville GA 30214414461-6279
OCTOBER 10 - BOLIVAR TENNESSEE - EM Chapter 763 Fly-In and Air Show Contact Billy Whitehurst PO Box 376 Bolivar TN 38008 901658-6282
OCTOBER 15-17 - CAMDEN SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM AntiqueClassic Chapter 3 Anliques Classics Homebuilts Ultralights and Warbirds welcome Awards and banquet Saturday night For further information contact Geneva McKiernan 5301 Finsbury Place Charlotte NC 28211
NOVEMBER 11 - FAIRVIEW OKLAHOMA - Thirty-first Annual Breakshyfast Fly-In Free breakfast to those who fly in Trophies for best experimental and antique aircraft Field closes 1230 pm For information contact Doug Wiens at Fair View Airport Fairview OK 73737
8 OCTOBER 1982
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
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oirtex interior
Complete interior assemblies for dO-it-yourself installation
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bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
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Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
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22 OCTOBER 1982
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CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
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UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
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VINTAGE AIRPLANE 23
(Photo by Norman Petersen) Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh 82 Note auxiliary fins on both ends of stabilizer for seaplane use Maindoor is split in half - the top hinges upward and the bottom swings outward Aircraft has stick controls instead of control wheels Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees
BIRD DOG ON FLOATS
By Norm Petersen EAA Staff Editorial AssisttLnt
A relative newcomer arrived at the Oshkosh 82 seashyplane fly-in this year when Henry I Sedin (EAA 172131) Box 595 Poplar WI 54864 flew in with a Cessna L-19 N5166G SIN 22285 mounted on Edo 2440 floats
This 1951 classic airplane was obtained by Henry and his partner Ralph Binger Superior Wisconsin on a Civil Air Patrol auction some five years ago Their successful bid yielded a Cessna L-19 Bird Dog complete with bomb racks on the wings and gun controls on the stick
After removal of all such extra hardware the plane was relicensed as a civilian mode1305A The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch With an empty weight of 1502 pounds the performance is quite spectacular
Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada On occasion the plane has hauled both pilot and moose from the frozen surface of a lake some as short as one half mile
In 1979 the partners decided to add floats to the Cessna so they flew it up to Ely Minnesota where Wiley Hautala installed a set of Edo 2440 floats (All L-19s were built with rear float fittings installed) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds (Seaplane gross weight is 2800 pounds) With a fuel capacity of 42 gallons the range is approximately four hours of normal cruise at 100 mph
Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips Several trips are made each summer into the north country often with the children Shane and Heather along
The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual On wheels - 355 feet On floats - 590 feet
We look forward to seeing this Cessna next year at the seaplane fly-in It may be sporting a new paint job by then according to Henry He and Ralph feel they have a real winner in this combination bull
BOOK REVIEW
AIR MAIL An Illustrated History 1793 - 1981 by Donald B Holmes Clarkson N Potter Publishers ($2795) This is a fine detailed book on the history of the air
mail service over a period of almost 200 years Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick New Jersey just seven miles away In those days Hadley Field was the eastern ter~inus of the air mail service The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day
This book is profusely illustrated with historic photographs of the pilots and aircraft that were ~sed i~ the United States and in foreign countnes for the aIr mall service A large portion of the illustrations are reproducshytions of air mail stamps and commemorative envelopes that were flown on these pioneering flights The author Donald B Holmes is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes
Did you know that the first air mail flight ever took place in 1793 when President George Washington handed a letter to balloonist Jean-Pierre Blanchard who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury New Jersey Or that the first authoshyrized air mail flight in US history occurred on September 23 1911 when Earle L Ovington flew his Dragonfly airshypl~e from Garden City to Mineola Long Island a disshytance of three miles It wasnt until May 15 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies
Air Mail continues with its account of the development of the air mail service under the Post Office Department then the transfer to private contractors in the mid 1920s and the cancellation of the contracts in 1934 with the abortive effort by the US Army to fly the mails and finally the return to private contractors who still fly the routes today
In creating the air mail service the government laid the groundwork for the commercial air t~anspo~ation system we now enjoy Air fields naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carryshying passengers The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished
For those who have an aviation library this book will be an invaluable addition with its historic photoshygraphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation
David H Scott
bull VINTAGE AIRPLANE 9
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
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(503) 370-9806
Classic owners Intrior looking ahabbyf
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oirtex interior
Complete interior assemblies for dO-it-yourself installation
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bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
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WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
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22 OCTOBER 1982
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AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
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September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
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bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
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VINTAGE AIRPLANE 23
Myra amp John Dunn
OSHKOSH NEVER LETS US DOWN
(Photos by the author)
By Lois K elch (EAA 3567A Ale 700A) 7018 W Bonniwell R oad
Mequon WI 53092
Oshkosh 82 is over now but for the hundreds of thousands of people attending it will never be forgotten When describing the Convention to some of those who werent there the words cant come out fast enough to explain the vastness of it the excitement the history the friendships the safety etc How can you expect someone to visually imagine approximately 14000 airshyplanes in one place at one time The Convention covers ALL aviation from the earliest pusher-type planes through the Classics Homebuilts Warbirds and the newest Ultralights not to mention a wonderful salute to NASA
Of course the Division dearest to our hearts is the Antique Classic Division Thats where we see all those beautiful planes arriving one after another seemingly so proud waiting to be viewed and admired by the tremendous number of interested people
As usual the Red Barn Headquarters was a busy and popular place where people congregated visited volunteered and rested their weary feet before setting out again to walk the aisles Now and again the heat would get to you but whats a little heat and humidity when youre having such a good time
One damper on the Convention was two nights of drenching rain but when the sun came out during the day all the problems of the night before had been efficiently handled some campers were relocated and everything went on as usual
Two of our loyal members once again were responsible 10 OCTOBER 1982
for donating $43800 to our Antique Classic Division The money was raised by selling chances on two queen size blankets using material with antique airplanes on it made by Irene Gomoll and chances sold to one and all by Stan Gomoll Irene must have spent many many hours quilting and sewing the beautiful blankets and the Division thanks them for their contribution
I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie Wings on Dreams was shown many times daily After each movie presentation the audience possible donors were advised by volunteers of different levels of donation over a period of five years or a pledge for an amount of their choice I would like to mention these levels here for those of you who are not familiar with them
Key Level - $125 Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it
Medal Level - $250 Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it
Wall Level - $500 Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members Wall at the new Aviation Center A numbered key tag will also be given with your EAA number as a memento
While on duty as a volunteer I had the great pleasure of explaining the levels to donors or potential donors and the peoples willingness to be a part of this wonderful Tribute to Aviation was truly exciting
The Convention is made possible only by the enshythusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
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Complete interior assemblies for dO-it-yourself installation
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bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
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Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
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22 OCTOBER 1982
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ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
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bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
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VINTAGE AIRPLANE 23
Myra and John Dunn (EAA 124589 AlC 3905) PO Box 93 Crawfordsville IN 47933
1949 Ryan Navion N4825K E225-9 Engine
Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it They met at an airport where she was fun flying and he was waiting for a commercial flight He was impressed with her enough to return to the airport and look her up and she started giving him rides He found himself being her pupil and soon got his licenses (pilot and marriage)
They love the old airplanes and especially the Navions They bought 4825K four years ago barely flyable but intended to fly it as is since they were already restoring a Navion and wanted one to fly while the other one was being completed Admittedly 25K was a greasy oily airplane with paint ranking somewhere below poor It had a 225 with constant speed prop and tip tanks but practically no radio equipment One thing led to another the first being the installation of a zero time E225 engine and while the engine was pulled they decided to strip and polish the firewall This made the inside of the tub and
cowling look bad so they cleaned stripped and painted it Ready to fly for fun now Not quite They decided to
go through the accessories since they didnt complement the new engine Then they added a rebuilt generator a NYAB hydraulic pump new starter new T-drive prop governor vacuum pump fuel pump and fuel injection While everything was loose in the engine area it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover Everyone knows a new liner needs a new interior so they re-upholstered everything - seats side panels baggage compartment and the headliner Now the panel looked so bad they deshycided to modernize it for IFR At this point they had a really decent serviceable airplane and everything looked nice EXCEPT THE exterior So they continued on and on until this beautiful proud Navion emerged
Their hard work paid off and 4825K has won many trophies including Most Outstanding Navion of the Year in the Us and Canada National All-Out Speed Contest Grand Champion Total Point Accumulation of the American Navion Society and last but not least a trophy at Oshkosh 82 Class III 151hp and up
Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions
George LeMay (EAA 11255 AlC 3399) 5003 Bulyea Road Calgary Alberta Canada T2L 2H7
1944 De Havilland Rapide DH89A C-FAYE
George purchased this plane in Coventry England in 1976 and ferried it 6050 nautical miles to Canada in 61 V2 hours For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours He also rigged a way to supply oil to the engines
On the trip with him were George and Alf Bicknell They ran into bad weather in Greenland and had to go around the top Needing extra fuel they added another 55 gallons to their supply The engines are Gipsy Queen Ills 210hp inverted 6s They experienced 35 knot headshywinds at which time their ground speed was only 65 mph
George Bicknell and George LeMay
The normal airspeed is approximately 100 mph The trip took 16 days
Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job They decided to go down to bare bones and the job took three years of intense concentration to get it done They installed all new plywood and covering
They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging parts book etc The plane has a Certificate of Airworthiness in a private category It cannot be commercial because of having only one pilot seat
This restoration involved the whole family plus friends His wife Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs Sons Norman and Leslie also helped with the project When it came to sanding everyone was drafted as it had 10 coats of dope and four of color The results speak for their hard work and elbow grease They used Miami blue on top and Bellanca white on the bottom The trim is a maroon band along the center line
George did the interior himself It has a white top headliner and ruby red sides The very comfortable seats are fabric which are white and maroon The plane seats eight plus one pilot The registration number is C-FA YE which led them to name her Lady Faye
It was a close call to get everything finished in time for Oshkosh However at the last minute everything got done To show how close it was as George was putting on the wing-walk tape they were loading their luggage aboard for the trip to Oshkosh
The trip was smooth and exciting and very rewarding The plane always had a crowd of admiring people around it It won Grand Champion Transport Aircraft at Oshkosh 82 which thrilled the whole family
Lady Faye was also singled out for an award that Mrs John Schildberg awarded in memory of her late husband The award read Best Antique Restored by a Family
The family was there to accept the beautiful plaque and if you look closely at the picture to the left youll see it proudly displayed in the window of the cockpit
VINTAGE AIRPLANE 11
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
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VINTAGE AIRPLANE 23
Wrong Bros Airforce
Wrong Bros Airforce
That name Wrong Bros Airforce and the neat row of five airplanes with forest green military paint schemes caught my eye I sought out the owner of one of the planes to clue me in on this club
I found Al Cornelius (EAA 100753 A IC 7366) 63 E Main St Ashville OH 43103 who was happy to oblige (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable)
The Wrong Bros Airforct s ta rted in 1977 in Co lumbus Ohio as the members of EAA Chapter 443 e re s itting a round onl night lamlnting the fact that they co uldnt afford the big iron of the Confederate Air Force or the Warbirds etc They knew the Wright Bros started the whole thing so they decided to start their own club and call it The Wrong Bros and that they would have flyshyouts instead of fly-ins Everyone is a Colonel They now have 130 members all kinds of planes all types of people who just have a lot of fun Twice a year they award their official hat called Stupid Hat and also offer the Purple Hat Award which passes around to the person who made the biggest goof of the year
AI Cornelius owns one of the Taylorcrafts that were at Oshkoamph 82 which he bought two years ago at Oshkosh on a handshake deal It consisted ofparts of three airplanes and was a real basket case He gathered up the pieces hauled them home and got started almost immediately setting up a workshop in his garage Need I mention that the family cars stood outside in all the elements during this time All social activitiy stopped and he forgot all about television He devoted two years to this project Evidently he has a very understanding wife because hes still married
The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6 1982 Mter a slight mag adjustment everything was perfect His trip to Oshkosh in his own plane was smooth leaving home at 615 am and arriving at 500 pm AI has been coming to Oshkosh for nine years
Wonder what hell do in his spare time now
Tom Rench (EAA 27294 AlC 3006) 1601 Circlewood Drive Racine WI 53402
1935 Staggerwing Beach Model B17L N14417 SIN 30
This airplane last flew in 1953 before it was subshystantially damaged in a fire in Kansas City It was a sad looking basket case for quite a few years and Tom bought it as is - where is in St Louis in September 1969 The heat from the fire didnt affect the wings or engine as the firewall kept the fire away from the engine However the windshield instrument panel upholstery all burned but the fuselage was in fairly good condition A check on the hardness of the steel found the fire did not affect it Mter carefully surveying the situation Tom started his long and arduous job of putting everything back together again
He made all of the sheet metal parts new cowlings all new fairings around the wing struts fairings around the tail and new control cables
The fabric is all new with a paint scheme of black fuselage and galatea orange the wings are galatea orange and the tail pieces are orange and black with a scallop The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling this is the standard trim design used by Beech during that era Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA) He always liked those government planes
The interior headliner and seats are upholstered with tan leather per old factory photos
The landing gear cranks up and down by hand The first electrical landing gears didnt come until about six months later It takes 30 turns of the crank to get the wheels up or down Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip
Currently this is the oldest flying Beechcraft He knows of three others with lower serial numbers that are now under restoration This airplane is quite a bit different in many respects than most of the Staggerwings flying today It is difficult to make a good three point landing because it sits up higher on the landing gear shyit can be done but not consistently It is really difficult in a crosswind it doesnt respond as it runs out of rudder control This was corrected in later models with a larger fin and longer fuselage Cruising speed is an economical 140 mph Even though it has one-half the horsepower than later models the take-off and climb performance is
Tom Rench 12 OCTOBER 1982
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
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VINTAGE AIRPLANE 21
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CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
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VINTAGE AIRPLANE 23
very satisfactory The pilot workload is quite high because job is finished they immediately start another one Tom youre busy flying all the time It evidently doesnt is currently restoring a 1934 SR-5 Stinson Reliant bother Tom though because he flies regularly and enjoys straight-wing He also previously restored a Luscombe every minute of it and a Stinson Gullwing
Like so many other restores once one restoration Keep em flying Tom We need fellows like you
Thomas Palmers J-3 CUb
Thomas J Palmer (EAA 122795 2900 Pickerington Rd NW Carroll OH 43112
1946 J-3 Cub N6170H Continental 65
This beautiful Cub has been in Toms family since 1962 It was first owned by his brother and he bought in in 1969 In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years This was all new to him and he worked painstakingly every step of the way He also drafted the services of his wife and son and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly The plane was first test flown on July 22 1982 with Oshkosh as his goal
He made it He flew to Oshkosh with a group of 12 from Ohio He was always the first to take off and the last to land cruising along at a walloping 70 mph
He is also one of the Colonels in the Wrong Bros Airshyforce
Toms painstaking work paid off at Oshkosh 82 as he was awarded the trophy for Best Class I (0-80hp) Congratulations
Norman E Cotton (EAA 188915) Coast Route 1 Palo Colorado Canyon Carmel CA 93921
1946 Cessna 140 N72803
The West Coast Cessna 120 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California They had two groups shyone leaving at 8 am and the others at 1000 am They made the trip in three days experiencing many adverse weather conditions including thunderstorms strong crosswinds etc They lined up together in the Classic Camping IParking area and had a fun time all week
I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140 He had always wanted to learn to fly but earning a living kept getting in his way He bought the plane four years ago before he had his pilot license and then learned to fly in it He soloed after only 6-2 hours
He flew the plane for two years and then had the engine rebuilt the fabric wings re-covered and the metal fuselage restored He greatly enjoys flying by the seat of his pants
The West Coast 120 140 Club is very active and all their fly-ins are well attended Since he is a rather recent pilot he was glad to be able to join the group coming to Oshkosh However they were going their separate ways on the way home and he would be put to the test
of cross country flying alone Once he accomplishes that Im sure hell be a seasoned and confident pilot
Norman E CoHon VINTAGE AIRPLANE 13
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
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VINTAGE AIRPLANE 21
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22 OCTOBER 1982
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VINTAGE AIRPLANE 23
Dutch Brafford
Koewler Dutch Brafford (EAA 70116 AlC 241) 735 Weadock Street Lima OH 45804
1946 Cessna 140 N89728
Dutch has owned this beautiful airplane for 33 years and has kept it factory perfect ever since As a young boy he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot
He soloed shortly after WWII and bought this plane in 1949 for $135000 It has been a part of his life ever since He owns his own auto mechanic business so has no problem keeping his own engine going
Dutch never mentioned this to me during our intershyview but I found out later that he is one of the unsung heroes of Oshkosh who volunteers most of his time and helps out from early morning until late at night helping to park airplanes as they arrive
It takes a lot of people like Dutch to make Oshkosh the great event it is This was his 12th year attending and hell be back next year - you can bet on it
Glenn Pray (EAA 79029) 22806 E 78th Street Broken Arrow OK 74012
1935 Kinner Bmiddot2 Sportwing NC14927 SIN 148
There is only one B-2 Sportwing flying and Oshkosh had it There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly Back in the 30s when this plane was new it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours argyle socks and a cap - a perfect outfit for this Sportwing plane
Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps but then he didnt fly again for 25 years He saw some older people enjoying flying so at age 45 he took it up again It all came back to him shyjust like riding a bicycle He soloed in a Luscombe then had fun in an EAA biplane and has been flying ever since strictly for fun
Before he began flying again he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs Auburns and Cords He was quite a collector of these classic automobiles and now he is a collector of airplanes Welcome to the club Glenn Glenn Pray
SEE YOU AT OSHKOSH 83 bull
14 OCTOBER 1982
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
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VINTAGE AIRPLANE 21
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VINTAGE AIRPLANE 23
Totally rebuilt Pacer poses for a picture on a cool December morning Note booster wing tips and very delicate paint job This picture makes the eight year project worthwhile
THE EIGHTYEAH STORY OF A PACERS RESTORATION
By Vernon H Sudbeck (EAA 58247) Rt 2 Box 132
Hartington NE 68739
On a cold December morning in 1972 I flew my BC-12 Taylorcraft up to Timber Lake South Dakota at the request of my son-in-laws father George Vander Mark He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why It seems the school kids had been out walking on the wings The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane The left upper tube going down below the left front wing spar fitting was broken in two cracking the windshield and denting the nose bowl and top cowling Surprisingly the 74x54 prop was undamaged
I decided to buy the Pacer if the price was right especially after George volunteered to haul it down to my place 350 miles away I then talked to the owner James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid I got the Pacer a pair of A2000 skis and a repa irable bent prop
The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loader
Author Vernon Sudbeck poses beside his BC-12 Taylorcraft It is easy to see that he is an EAAer all the way
a fuel truck a lot of rope and four men Once on the wheels we took off the wings and prop and loaded the whole works on Georges grain truck for delivery to my place in Nebraska
I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage and believe me it didnt look good Three of the four spars had a slight twist in them and many ribs were bent
In the months ahead I bought various items such as rib splicing kits good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator It was now identical to the other good elevator
For the next five years I worked on the Pacer in a barn with a dirt floor which meant if you dropped a screw
VINTAGE AI RPLANE 15
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
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Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
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Rates are for black and white camera-ready ads
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PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
Piper Pacer N7660K after retrieval from South Dakota Note broken down tube in left corner with dented cowl Grandson Jeff is my big helper
it was good-bye Conditions were not good - poor light no heat in the winter which was when I had the most time to work as my occupation is farming The most disshycouraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started Ill never forget one morning in March I went over to do my chores and found 26 head of cattle in my barn walking on and around my Pacer (The big rolling door had been blown off by high winds the night before) I dont need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it A very sad and depressing sight indeed including the two aluminum gas tanks I felt like sitting down and having a good cry Filled with despair I had to make a decision either sell the Pacer or get with it
For two years I pondered I realized I couldnt sell it as is because I would lose too much So I moved-it from the barn to a 40 x 72 machine shed I had built in the intervening two years Without moral support from my
Pacer fuselage with new cover and wide gear installed Cowling has been stripped and ready for painting Very neat headliner installation is visible
16 OCTOBER 1982
wife Bonnie Gene Townsend and Gene Parker I would have given up but now I was filled with determination
I dont mean to get off the story of the Pacer but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friendshyship of two fellows living over 2000 miles apart It was the March 1971 issue of SPORT AVIATION which contained an article entitled The Classic Airplane by Gene Parker of Medford Oregon The story dealt with Genes restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage I was looking for a good T-Craft paint scheme and I really liked Gene Parkers color picture in SPORT AVIATION After contacting him and receiving his okay I used his color scheme on my T-Craft In 1973 Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh
At the EAA Convention Gene Townsend of Decatur Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning
My wife Bonnie and daughter Karen sanding tapes on the control surfaces They became adept at such work
of a new friendship While at Oshkosh I talked to a fellow selling used airplane parts who said he had a 57 Trishypacer he was salvaging out and he mentioned he had two gas tanks wings struts and instruments
That fall my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts When we arrived the man explained he didnt have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage Rather than take the time to remove the tanks and panel he just gave me the damaged wings and fuselage to go along with the things I bought Along with three wing struts I had quite a deal
Returning from the Chicago trip I ordered a new Alpha 200B radio and a new wide landing gear from Univair I then moved the Pacer from the barn to the new steel machine shed with a cement floor With imshyproved working conditions I repaired wing ribs and straightened spars After assembling the wings I finished installing McAllen Texas boostez wing tips and Grimes strobe lights
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
Remembering that airplane gas tanks should be pressure tested I took both tanks to a radiator shop in Hartington In the testing process they put too much pressure in one tank and it promptly bulged out Believe me I was having a time keeping two serviceable gas tanks An order to Omak Washington finally obtained another suitable tank
With the Pacer now in the new machine shed Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting replacing it with new tubing and rosette welding a smaller tube inside making it stronger than the original The welding was all done by an A amp P mechanic with an IA rating After carefully checking for rust throughout the fuselage we gave it two coats of white epoxy paint
Having had no previous experience in covering a fuselage I was able to enlist the help of Gene Townsend who has done a great deal of restoration work He also suggested several improvements which we incorporated
Nicely done instrument panel is faced with a pretty wood grain Alpha 200 radio is in middotthe center panel with fuse bar along lower left side Note sound proofing around fuel valve on left side
into the rebuild We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have
The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber Following Gene Parkers advice I used two coats of Poly Brush and no Poly Spray opting instead to use butyrate dope all the way through to color Another idea Gene introduced to me was to sew the 66 width Stits fabric in a panel across the wing As we glued the fabric on with Poly-Tak we pulled more tension on the length of the wing This kept the fabric from shrinking lower between each rib giving the wing a more straight line appearance over the top of the wing Gene credits the idea to an old friend Jim Hamilton
Fuselage masked off from painting of the trim stripe This requires a great deal of work and very little paint
After eight long years of ownership I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip I had never flown a Pacer before so I needed all the room I could get I did several short lift offs and landings to get the feel of the plane Finally I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time As I cruised over the local area checking instruments I noticed how quiet the inside of the cabin was All of the insulating we had done really paid off
After several landings over a 30 minute period I discovered the 1380 shock cord on the landing gear was too weak By adding another 1080 cord the situation was corrected One of the brake bladders was leaking so I installed another one which also leaked the third bladder appeared to be okay I realized by then a new bladder might have been a better solution but they are so expensive The original Goodrich bladder type brakes
(Continued on Page 21)
Bonnie Sudbeck Verns wife is shown between their two rebuilt planes the BC-12 Taylorcraft and the Piper Pacer Notice how nice the Pacer looks without the big numbers on the side of the fuselage
VINTAGE AIRPLANE 17
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
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PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
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Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
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Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
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22 OCTOBER 1982
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CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
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bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
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VINTAGE AIRPLANE 23
BORDENS AEROPLANE POSTERS
FROM THE 1930S Article Number 26 Poster Number 17 Series Number 2
By Lionel Salisbury (EAA 114523)
Seven Harper Road Brampton Ontario Canada L6W 2W3
THE STINSON JUNIOR COUPE
This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor the Thompson Malted Milk Company As the series has progressed in The VINTAGE AIRPLANE I have examined each poster with a careful eye and made comment about those facets of each that drew my attention It was only as I looked at this particular poster that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years
I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available and that gave only adequate detail What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork Only 18 OCTOBER 1982
those with a steady hand made it in the fIeld of endeavor Printing arts were not near todays standards either
I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate from which the poster was printed The wording would have been done on a Linotype which cast the letters in metal Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE from the original size of 19 x 11 to approximately 7 x 4 and because the offset printing used in this magazine gives a better quality the posters reproduced here actually look better than the originals
This poster is supplied from the collection of Mr Marion McClure of Bloomington Illinois who collected them in 1933 and 1934 The line drawing this time is not a three-view as was the case with most The notes describing this months poster aircraft are taken from the back of the poster
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
~EL TANKS IN WING PUAL CONTltOLSdeg GAUONS TOTAL~ rFllef eXTINGU5Hf~ NAVIGATION LIGHTS~ r~SHATTIt-PROOFrl~EWALL - ~ GLASS THfeUOUT
ELECTRIC STAfeIfIti ~ shy II-CABIN LIGHTS OIL TANICshy -shy rltEMOVEAElLE II~-R~T bull GALLONS ~ f~~~~~~~t8C=S~E~A~T~D~~V~IDEe~______-~~~__
mil-WHEEL 500 Tlfe ~ ~o SWIVELo~ L ~CiGAGE COMPI4feTMENT
METAL pgOPElLE~ ~~ shy A5SIST COfeDS
- ~ ~ -- e VOLT BATTEIleV lliOMIN6 EN61NE--J IS HP 2100 efM- I ~N51Nf COWLIN6
~ shy POCKETS FOR MAPS ETG -CABIN HERTEl DUCT ~--- APJUSTABLE PilOT CHAIIS
~--- ~feKINltS 51iAKE fXHAUSl TAIL - PIP -shy I gUB8Efe INSULATED ENlt5INE MOUNTINIS --J I lOll 55 PNEUMATIC DIU~
- STABILIZEI AOJ lEVf~ -Oil - DI2AUliC SHOCK STeUTS
STINSON JUNOle MODEL 5
--
Description of Stinson Junior Coupe
SPECIFICATIONS Span 42 feet one inch Length overall 28 feet 11 inches Height overall 8 feet 9 inches Wing area (including ailerons) 234 square feet Motor Lycoming R-680 215hp at 2100 rpm Power loadshying 152 lbs per horspower Wing loading 139 lbs per square foot Weight empty 2160 lbs Gross weight 3265 lbs Dihedral 1~ degrees
PERFORMANCE High speed 125 mph Cruising speed 105 mph Rate of climb at sea level 625 feet per minute Service ceiling 13500 feet Radius 400 miles Gasoline capacity 50 gallons Oil capacity 5 gallons
STRUCTURE The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded faired to form with spruce strips and fabric covered This fabric is doped with a ten coat process to secure a lasting high lustre finish Tail surfaces are aircraft steel tube type externally braced and fabric covered The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift Airshyfoil section of the main wing is Clark Y Landing gear
is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers The gear is of the split type eliminating any cross axle Tail wheel is equipped with a low pressure tire and has full 360 degree caster
STANDARD EQUIPMENT Hamilton Standard adjustable metal propeller Eclipse automobile type electric starter Self-energizing type brakes Dual controls Shatter-proof glass in all windows 12-volt aircraft storage battery Adjustable pilot seats Dual magneto ignition Standard pioneer flying instruments Compass flush type (may be compensated while in flight) tachometer air speed altimeter and oil pressure and oil temperature gauges
SPECIAL EQUIPMENT S-D speed ring rate of climb and bank and turn indicators wheel fenders or streamshyline pants with oleo faring Special cabin fittings side lights ash receivers assist cords heater and ventilator of new approved type arm rests spring-type cushions special automobile type window regulator handles and door handles
NEXT MONTH - THE BJ ARMY PURSUIT PLANE bull Carries Machine Gunner In Rear Cockpitbullbull
VINTAGE AIRPlANE 19
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects We welcome photos along with descriptions and the projects can be either completed or underway Send material to the editor at the address shown on page 3 of this issue
Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery Corsicana Texas
Dear Gene Here is a picture of my 1929 Waco JWM This plane
was used by Art Davis from 1931 to 1938 It has not
flown since 1938 Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300
Shelby sold it to John Simpson of Norfolk Nebraska in 1966 John partially restored it and then shoved it back into his barn in 1970 and 71
I bought it from him in October of 1981 All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges
It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp We have all the covering done except the fuselage We reshyplaced the old rigid motor mount with a T-6 mount for a little vibration proofing
The aircraft is being restored at my airport called the Flying M in Corsicana Texas When we are a little further along Ill send you some more photos
Antiques forever Dean Montgomery EAA 104505 A IC 4133 P O Box 1046 Corsicana Texas 75710
Dear Gene I recently completed a wing re-cover and general
restoration of my Luscombe 8A Ive owned the airplane for 22 years during which time my son Dave and I have worked the machine for a total of six pilot ratings We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines weve flown during these years of jobshyrelated or sport flying
We have provided her with better than average care but gradually time took its toll and she began to show her age I waited for a suitable time to begin the restorashytion but it never came After three years of procrastinashytion the need for an Annual Inspection and a wing cover that wouldnt punch-test all converged to tell me that the time had come
I began the project in July of 1981 I completed it in June of 1982 My original intent was to re-cover the wings That modest goal was ultimately expanded into a total restoration including new Ceconite cover on wings new paint (inside and out) new interior new glass new cables electrical wiring tailwheel spring wheel covers (mains and tailwheel) wheel bearings throttle knob pedal rubbersmiddot new floorboards carpeting baggage compartshyment plus tires battery and a multitude of miscellaneous 20 OCTOBER 1962
items that were probable unnecessary -but where do you draw the line
Initially I allowed three months for the entire project This was my first attempt at wing re-covering and my first aluminum polishing project (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years)
I missed my time estimate by approximately 350 which Ive since been told is about average for a first timer I wont even comment on my cost over-runs
My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is
Enclosed are a few pictures of the finished project Jay Mundy (EAA 132015 A IC 4125) 6234 North 13th Place Phoenix AZ 85014 bull
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
THE EIGHT YEAR RESTORATION (Continued from Page 17)
need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new
One thing I have found even though I have spent many hours getting the Pacer to fly properly is that is takes a certain time to get the bugs out The nose bowl shifted to the right making it rub on the left oil radiator line The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat) I replaced the wiring harness from both mags and a bit later one wire in the new harness was bad The VOR on the new Alpha 200B radio refused to work A rebuilt directional gyro replaced the old unserviceable one
The Pacer engine is a Lycoming 0-290 of 125hp Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours After three hours of running I added a pint of oil additive cleaner This must have done the job because when I dropped the oil after several more hours both oil screens came out clean with no carbon pieces
I have listened to much talk about which is the best performing propeller for a Pacer with 125hp Here are the results with my Pacer using three different prop pitches 74 x 52 Static RPM 2400 TAGS - 113 mph 2350 74 x 54 Static RPM 2400 TAGS - 120 mph 2350 74 x 56 Static RPM 2310 TAGS - 127 mph 2350
A fuel consumption check at low altitudes runs 55 to 575 gallons per hour at 2300 rpm
Even though the Pacer is short and stubby it takes off quickly with minimum swerving back and forth The new eight-inch Maule tail wheel is very effective for directional control especially on grass When heavily loaded it is wise to watch it closely because anyone can lose a tail dragger if you are not one step ahead of your planes intentions at all times
I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers Alone I take off at 60 mph and hind at 55 with full flaps The booster tips make crosswind landings a breeze The Pacer climbs very well and after leveling off will cruise up to 130 mph even with a full load The movable stabilizer trim is very effective and is easily adjusted for take-off landing or cruise
Even though the Pacer is now my pride and joy there have been many people involved in its completion As I look at this beautiful bird I can recall the bad and good memories connected with the eight year project I am especially grateful to my wife Bonnie for all her sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer middotI dont think our wives get enough recognition on projects such as these Even though some wives dont help 100 of the time doesnt mean they are not enduring some kind of sacrifice Bonnie surely did
I am also thankful to the two Genes - Parker and Townsend - for their many ideas and contributions to the Pacer project Without some of their ideas the Pacer would not have the look it has today I guess it all started at Oshkosh 73 with the EAA and SPORT AVIAshyTION magazine Others involved were Roman Keeter Don Thies Tom Russel Harold Witherby and my daughter Karen I am truly grateful for their consistent help They were there when I needed them
Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible bull
LETTERS TO THE EDITOR
Dear Mr Poberezny I own a 1958 Super Aero 45 and am interested in selling
it Here are details of this aircraft SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 42020 Prop time - X The aircraft was corrosion-proofed in the factory but
there is surface corrosion in small areas which will be easily removed when the aircraft is stripped The only parts missing are the dash board instrument panel and rear seat
This aircraft stood since 1969 in Pietersburg in the Transvaal which has a dry climate The last service (annual) was on 6 2 69 in Pretoria It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth
Although I am a fully qualified AampP mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit
Your advice on the re-sale value would be greatly appreciated
Awaiting an answer in anticipation Yours faithfully S D Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa bull
THE JOURNAL OF THE EARLY AEROPLANE
SAMPLE ISSUE $4 15 CRESCENT RD POUGHKEEPSIE NY 12601
VINTAGE AIRPLANE 21
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
WAR BIRDS IN WALNUT Miniature Scale Replicas of Your Favorite Military Aircraft from Yesteryear to Today Meticulously Handcrafted in American Black Walnut
A Truly Unique Desk Set with Matching Pen and Goldtone ID Plate for Gift Award or Flying Event Trophy
Planes Can be Pedestal Mounted Depicting In-Flight or Base Mounted to Depict a Landed Attitude
For FREE Color Brochure with Price List and Full Details
WRITE or PHONE
PLANE PEOPLE 2017 Fieldcrest Court So Salem Oregon 97306
(503) 370-9806
Classic owners Intrior looking ahabbyf
~
Dont fly a dog Finish it right with an
oirtex interior
Complete interior assemblies for dO-it-yourself installation
Custom Quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat Slings bull Recover envelopes and dopes
Free Catalog of complete product line Fabric Selection Guide showing actual sample colors and styles of materials $300
bullI Ibull t shy r I VIS4 IQlr ex products inc
259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Jacket Unlined Poplin jacket features knit waist and cuffs The gold and white braid trim on a Tan body emphasizes the colors proudly disshyplayed in the AntiqueClassic logo Sizes X-small thru X-large
$2895 ppd
Cap Complete the look in this gold mesh hat with contrasting blue bill trimmed with a gold braid Your logo visibly displayed makes this adjustable cap a must Sizes M amp L (adjustable rear band)
$625 ppd
WEAR the IMAGE in an AntiqueClassic jacket and cap Send Check To
EAA ANTIQUECLASSIC DIVISION INC Po Box 229 Hales Corners WI 53130
Allow 4-6 Weeks For Delivery
Wisconsin Residents Include 4 Sales Tax
22 OCTOBER 1982
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
THE VINTAGE AIRPLANE ADVERTISING RATES
1 Issue 3 Issues 6 Issues 1 Page $17500 $16500 $15000 12 Page 10500 10000 9500 13 Page 9500 8500 8000 14 Page 7000 6500 6000 16 Page 6000 5500 5000 1 8 Page 5000 4500 4000
12 Issues $14500
9000 7500 5500 4500 3500
Rates are for black and white camera-ready ads
CLASSIFIED RATES Regular type - 45c per word Bold face type - 50c per word ALL CAPS - 55c per word (Minimum charge - $700 Rate covers one insertion one issue)
COMMISSIONS Non-commissionable
For additional information including color rates and required ad sizes contact
Advertising Department The VINTAGE AIRPLANE
PO Box 229 Hales Corners WI 53130
414 425-4860
FLYING AND GLIDER MANUALS
1929 1930 1931 1932 1933
250 ea SEND CHECK OR MONEY ORDER TO
EAA Aviation Foundation Inc Box 469 Hales Corners WI 53130
Allow 4middot6 Weeks For Delivery Wisconsi n Residents Include 4 Sales Tax
AVAILABLE BACK ISSUES 1973 - March through December 1974 - All Are Available 1975 - All Are Available 1976 - February through May August through
December 1977 - All Are Available 1978 - January through March August October
through December 1979 - February through December 1980 - January March through July September
through December 1981 - All Are Available 1982 - January through March May through
September Back issues are available from Headquarters for $125 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $150 postpaid
CLASSIFIED ADS Vintage Ai rcraft Restoration Reasonable Rates Quality work - Trophies to prove it Certified AampP mechanic Peter Docken Decorah Flying Service Decorah IA 52101 319 382-8338
ACRO SPORT - Single place biplane capable of unshylimited aerobatics 23 sheets of clear easy to follow plans includes nearly 100 isometrical drawings photos and exploded views Complete parts and materials list Full size wing drawings Plans plus 88 page Builders Manual - $6000 Info Pack - $400 Super Acro Sport Wing Drawing - $1500 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860 ACRO II - The new 2-place aerobatic trainer and sport biplane 20 pages of easy to follow detailed plans Comshyplete with isometric drawings photos exploded views Plans - $8500 Info Pack - $4 00 Send check or money order to ACRO SPORT INC PO Box 462 Hales Corshyners WI 53130414425-4860
POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying Big roomy cockpit for the over six foot pilot VW power insures hard to beat 3V2 gph at cruise setting 15 large instruction sheets Plans - $4500 Info Pack - $400 Send check or money order to ACRO SPORT INC Box 462 Hales Corners WI 53130 414 425-4860
MEMBERSHIP INFORMATION EAA
ANTIQUEmiddot CLASSIC lAC WARBIRDS
UL TRALIGHT
bull Membership in the Experimental Aircraft Association Inc is $2500 for one year $4800 for 2 years and $6900 for 3 years All include 12 issues of Sport Aviation per year Junior Membership (under 19 years of age) is available at $1500 annually Family Membership is available for an additional $1000 annually
bull EAA Member - $1800 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
bull NonmiddotEAA Member - $2800 Includes one year membership in the EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included
bull Membership in the International Aerobatic Club Inc is $2000 annually which includes 12 issues of Sport Aerobatics All lAC members are required to be members of EAA
bull Membership in the Warbirds of America Inc is $2000 per year which includes a subscription to Warbirds Newsletter Warbird members are required to be members of EAA
bull Membership in the EAA Ultralight Assn is $2500 per year which includes the Ultralight publication($15~ additionalfor Sport Aviation magazine) For current EAA members only $1500 which includes UltralIght pubflcatlOn
bull FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS
PO BOX 229 - HALES CORNERS WI 53130 - PHONE (414) 425-4860 OFFICE HOURS 830 - 500 MONDAY-FRIDAY
VINTAGE AIRPLANE 23
