vintage airplane - aug 1989

8/12/2019 Vintage Airplane - Aug 1989

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STR IGHT ND LEVEL

by Espie "Butch" Joyce

i rs t I would like to welcome all ofour members attending EAA Oshkosh'89 . This year should prove excitingfor ll . During this week of excitement, take a break and come sit on ourporch t Antique/Classic Headquarters.We are moving our operation andparking area farther to the south onWittman Field to accommodate moreAntique and Classic aircraft . We willhave a tram system beginning this yearfor all of you who find this walk difficult. There is also a tour transportsystem that travels throughout the Antique/Classic area available at nocharge. Board the tram t Antique/Classich Headquarters, hoewever, because once the tour starts no one canget on or off the wagon. On your tourthere will be a guide to describe different aircraft and to answer questionsyou may have .Unoccupied lawn chairs continue tobe a problem in our area. They blockaccess to the taxiways and can beblown into aircraft by propwash. Weare providing starage areas this yearfor you to store your chairs when youaren't using them. Please take advantage of this service . Also, a label withyour name on it on your chair wouldbe a good idea.

A number of Antique/Classic members use our area of the Conventiongrounds and have a good time doingso. There also are a good number ofpeople who use our area and are notmembers of the division. f you shouldmeet one of our non-members thisyear, welcome them to our area, thenask them to join up . I m sure that anumber of these people have just neverthought of joining our group.It' s just incredible to me that our entire area of the Convention is runstrictly by volunteer labor. This year,why not go to our volunteer booth andoffer to help for a couple hours withsome duty? This small amount of effort

will make you feel more a part ofyour Convention . It also will help youto have more of an appreciation of thescope of the Oshkosh operation.Be sure to check by the Antique/Classic headquarters to see what ishappening daily. I'll be in and out ofheadquarters. Please stop by and let meknow your feelings and thoughts forthe improvement of your Division.Also please enjoy yourself in the Antique/Classic area.More than any time in aviation weall need to stand with one united voice.Let's ll pull together in one directionfor the good of aviation. Join us andhave it all

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PUBLICATION STAFFPUBLISHERTom Poberezny

ViCE -PRESIDENTMARKETING & COMMUNICATIONSDick ManEDITORMark Phelps

ART DIRECTORMike DrucksADVERnSINGMary Jones

ASSOCIATE EDITORSNorman Petersen Dick CavinFEAruRE WRITERSGeorge A Hardie, Jr. Dennis Parks

EDITORIAl. ASSISTANTIsabelle WiskeSTAFF PHOTOGRAPHERSJim Koepnlck Cart SchuppelJeff Isom

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident Vice PresidentEsple "Butch" Joyce Arthur R. MorganBox46B 3744 North 51st Blvd.Madison, NC 27025 Milwaukee,WI 53216

919/427-0216 414/442-3631Secretary TreasurerGeorge S. York E.E. "Buck" Hilbert181 Sloboda Ave. P.O. Box 424Mansfield, OH 44906 Union, IL 60180419/529-4378 815/923-4591DIRECTORS

Robert C. "Bob" Brauer John S. Copeland9345 S.Hoyne 9 Joonne DriveChicago, IL 60620 Westborough, MA 01581312/779-2105 508/366-7245Philip Coulson William A Eickhoff28415 Spr ingbrook Dr. 41515th Ave., N.E.Lawton, MI 49065 st.Petersburg, FL 33704616/624-6490 813/823-2339Chartes Harris Stan Gomoll3933 South Pearia 104290th Lane, NEP.O. Box 904038 Minneapolis, MN 55434Tulsa, OK 74105 6121784 11729181742 7311 Robert D. "Bob" LumleyDale A Gustafson N104W203877724 Shady Hill Drive Willow Creek Rd.Indianapolis, IN 46278 Colgate, WI 53107317/293-4430 414/255-6832Gene Morris Steven C. Nesse115C Steve Court, R.R. 2 2009 Highland Ave.Roonoke, TX 76262 Albert Lea, MN 56007817/491-9110 507/373-1674

Daniel Neuman s.H. OWes" Schmid1521 Berne Circle W. 2359 Lefeber AvenueMinneapolis, MN 55421 Wauwatosa, WI 53213612/571-0893 4141771 1545DIRECTOR EMERITUS

s.J. Winman7200 S.E. 85th LaneOcala, FL 32672904/245-7768ADVISORS

John Berendt Gene Chase7645 Echo Point Rd. 2159 Carlton Rd.Connon Falls, MN 55009 Oshkosh, WI 54903507/263-2414 4141231 5002George Daubner John A Fogerty2448 Lough Lane RR2,Box70Hartford, WI 53027 Roberts, WI 540234141673 5885 715/425-2455

Peter Hawks Jeannie HIliSky Way Bid .. Suite 204 P.O. Box32B655SkyWay . Harvard, IL 60033Son Carlos Airport 815/943-7205Son Carlos, CA 94070415/591-7191

UGUST 1989 Vol. 17, No" 8Copyright OJ 1989 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents2 Straight and Level/by Espie "Butch" Joyce4 Vintage Literature/by Dennis Parks6 Vintage Seaplanes/by Norm Petersen8 Tullahomaward Bound/by Ron Ferrara

12 "Recubbery" Projectlby Norm Petersen18 Cat's Meow/by Mark Phelps25 Pass I t To Buck/by E.E. "Buck" Hilbert26 A Day In The Life/by RampTrampChamp (with Edlock Hart) Page 1228 A Pair of Parasols/by Norm Petersen30 Chapter ChronicIes/by Bob Brauer31 Vintage Trader35 Mystery Plane/by George Hardie, Jr.

Page 18FRONT COVER Before its re-cover job, Norm Petersen's 90-hp J-3Cub on 1320 EDO floots at Brennand Seaplane Base, Oshkosh, Wisconsin. Former Editor of VINTAGE AIRPLANE Gene Chase is the pilotin the front seat giving a liquid lift to EAA Air Adventure MuseumDirector, Carl SWickley. Even with the old Grade A cotton fabric, theCub looks like a winner in this award winning photo by Brett Clowesof Australia.REAR COVER After its fuselage was re-covered and before beingfined with its summer floots, Norm's Cub gets some time on wheelsamong the spring dandelions on EAA's Pioneer Airport, Oshkosh, Wisconsin. (Photo by Jeff Isom)

The words EM ULTlIAlIGHT, FLY WITH TIiE FIRST TEAM, SPORT AVIATION , an:llhe logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EM INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered1rademaI1qJerimentai AicIaft Association, Inc. andis published monIhly at Wittman Regional AiIport, 3000 Poberezny Rd ., Oshkosh, WI 54903-3086. Secord Class Pootage paid at 0sIi


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heJuly installment of VintageLiterature examined the developmentof streamlining during the decade ofthe Great Depression, when thestreamlined form took hold of theimagination of the public as well asaircraft and auto engineers. Streamlining lessons were also being applied tohomebuilt aircraft and how-to-do-it articles appeared in the likes of ModernMechanix and Popular FlyingDuring 1931, Modern Mechanixpublished an article by F.E. Nagle onstreamlining called Streamline YourLightplane for Greater Speed. Thisarticle was later reprinted in the 1932Flying Manual The author stated thatif the methods of airplane streamliningdescribed in his article were followed,lightplane owners could increase thespeed of their airplanes from 5 to 30percent. The following are extractsfrom Nagle's article:

Let us suppose that you have aIightplane which will hit around 80mph full throttle. How would you liketo have th is same ship make the samespeed at three-quarters throttle?There's no magic about it - it's simply a question of streamlining whichcan be done easily and cheaply.For streamlining materials, youwill need some thick dope - real thickstuff, just like fish glue - some scrimor cheesecloth, pine sawdust, someregular airplane fabric, also some regular dope and lacquer or paint. Thetotal cost of these materials for a planein the Pietenpol Air Camper class isaround $12.00.Now for the actual job. f you thinkit's a tough one, dismiss your fears.Anyone who can pat some sawdustaround a piece of tubing can do a goodjob. Mix sawdust with some of yourthick dope until the mixture feels likeraw hamburger. Coat the part you arestreamlining with some thick dope andlet it stand a few minutes. Then applythe sawdust mixture around the part

by )ennis Vaf ks

and pat it into streamline shape .Now get your scissors and cut apiece of cheesecloth to fit around thejob, and dope it well into the sawdustpart. Let this dry, and later on dope ituntil it is smooth.If your ship is a big plane or a low

wing job, the wing caQ be streamlinedinto the fuselage quite easily. For thisjob, you will need some thick cheesecloth and several strips of muslin abouttwo inches wide. The cheesecloth iscut to fit and doped on the edges to thefuselage and wing so that it assumes agood streamline form. Then dope onthe muslin strips so the cheeseclothwill assume a curved shape.After this has been fixed to yoursatisfaction, cut out some airplane fabric and cover the whole thing.The author went on to state that thesame process could be used to streamline the fin and stabilizer into the fuselage. His illustrations also showed howthe landing gear could be done. He alsodiscussed bold heads, wheel pants andstruts.To prove his point of the benefits,he stated that a Moth so treated increased its top speed to 130 mph from93 mph. The 1932 Flying Manual hasrecently been reprinted by the EAAA viation Foundation and is availableas stock No. 21-14170 for $5 .90 including shipping and handling .In the January 1938 issue of PopularA viation there appeared an article byRaoul J. Hoffman entitled StreamlineYour Airplane. During the later halfof the 1930s, Hoffman had written aseries of articles on aircraft design withthe amateur builder in mind. Hoffmanwas a chief engineer for the LairdCompany and also designed the secondversion of the Arup flying-wing aircraft. In his series of articles for Popu-lar A viation he did two on streamlining. The following is extracted from

his January 1938 article which coveredways of fairing over struts and gearlegs:Streamlining or fairing is defined asa ways and means of reducing parasiteresistance of parts exposed to the flow

of air. This reduction will naturally beeffected by having the molecules of theair passing the object without changingtheir relative position, without creatingturbulency.This smooth flow of air may be accomplished by shaping he whole unitfor minimum resistance by adding material to form the best shape, by addingguide vanes, by reducing interferencebetween parts, by concealing or retracting the unit within the structurewithout lowering the safety factor ofthe airplane.For the sake of simplicity, the airflow is assumed to be two-dimensionalthough it is always three-dimensional.It may be undisturbed (Iaminary) ordisturbed (turbulent) depending on theobject and speed.Fig. 1 shows the air passing asphere, a streamline body and an air-

Streamlining techniques for the IIghtplaneby F.E Nagle from the 1932 FLYING M NU Lpublished by MODERN MECHANIX.

4 AUGUST 989


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foil. By close investigation it is noticedthat for a certain distance (Fig . 2) th eair clings to the surface of the airfoil,this layer of still air, about ,000 ofan inch thick at average speed , is calledthe boundary layer; at a point (thetransition point) it breaks away fromthe surface and becomes turbulent.Both airflows, the laminary and theturbulent are a function of size andspeed. The surface texture will affectthe resistance only if the grain of thefinish is larger than the thickness ofthe boundary layer.The diagram in Fig. 3 shows thatat low speed the resistance is the same,but that at high speed the difference isso great that only a highly polished surface will give satisfactory results.From this may be deducted that all entering sections (nose) of anaerodynamic unit shall be made as

smooth as possible so as to have theturbulency delayed as far as practical,for the closer the transition point is tothe trailing edge the lower will be thedrag.Turbulency may be decreased orincreased by placing two objects closeto each other by the effect called 'interference.' Two wires or cab les placed

one after another reduce the total resistance; filling the space (Fig. 4) with awood strip, the resistance is reduced to3 of the resistance of a single wire.The wing-fuselage interferencemay be explained by the interference

of the effecti ve air flow; a small filletwill reduce the created turbulency. Theinterference of the lift strut is kept lowby having he width of the strut smallerthan the distance to the surface of thewing; very often a braced narrow strut,a jury strut must be used to conform to

this design; the same basic idea is employed in the construction of the cantilever landing gear shown in Fig . 5 .Figure 6 shows the general outlinesof a streamline body, of a strut and ofan airfoil. The airfoil is of interest, forthe distance over the upper surface isnearly the same as past the lower surface. Thus both airstreams will meet atthe same instant causing a minimum ofturbulency.Hoffman continued in the article todiscuss streamlining struts, usingvanes to guide airflow, and cowlingengines for reduced drag . He ends thepiece with a reference to the flyingwing concept.

With utmost streamlining the finaloutcome will be an all-wing airplaneconsisting of one airfoil, landing gearretracted, engine concealed and everyspace within utilized for payload.

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W N Iii I C A l f t F D I ~ L ______ _= -4~Streamline Your Airplane by Raoul J. Hoffman 1932 FLYING M NU L published by MODERN MECHANIX.

VINTAGE AIRPLANE 5


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VINTAGE SEAPLANESby Norm Petersen

BEECHCR FT SD 7S ND SD 7R SE PL NESTake-off Time Fully Loaded 18 Seconds into 1 mph Wind

A 1938 Beech company brochure, recently donated to the M library, features these two photos of a Beechcraft SD17S on EdoWa-4665 floats. The aircraft shown Is NC18566 S N 168 pawered with P e W R-985 'Wasp rated at 400hp. Note seaplane ventral finbelow tall and seaplane grommets visible on lower trailing edges of the wings. The SD17R model featured the Wright R-975 engineof 420hp.6 AUGUST 1989


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From the M Archives comes this photo of a Bellanca CH-300 (sometimes referred to as the Bowlegged Bellanca) powered with a982 cu. in. Packard diesel engine of 225 hp. The floats are Edo K-4650. Note the streamlined struts, the oval cabin window and thewind-driven generator on the belly. Do any of the readers have any knowledge as to the identity of the two people in the photo?

Somewhere In Alabama, U. S Army Air Forces Uaison Pilot Training, WW -II (25th Uaison Squadron, Fifth Air Force, Sgt . Pilot). This photoof a Stinson L-5 mounted on Edo 44-2425 floats was sent in by Bob O Hara of Box 1438 Georgetown, CA 95634.VINTAGE AIRPLANE 7


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ownthe One - lo k t some of the participants

TULLAHOMA WARDBOUNDor a few days in the fall of the year C-17R. The army variant the UC43the citizens of the small town of Tul Traveler and the Navy GB 1 2 wereby on erraralahoma Tennessee are treated to an so successful that the military not onlyairborne symphony of sight and sound. purchased almost 400 but comman

The sweet song of large round engineswith famous names such as WrightJacobs and Pratt Whitney echothrough the sleepy hills and valleys.These great engines power the equallyfamous aircraft designed and built byone Walter Beech. Travel Airs andStaggerwings crowd the sky as theyonce did in times gone by. The occasionis the annual Staggerwingffravel AirInternational convention sponsored bythe National Staggerwing Club and theStaggerwing Museum Foundation Inc.This is a time for special folks inspecial airplanes to come together tocontinue the tradition begun so manyyears ago. Most fly Staggerwings the8 AUGUST 1989

airplane that began life in 1932 andearned a place in aviation history foroutstanding performance and goodlooks. Designed by Ted WeBs to thespecifications of Walter Beech theStaggerwing was produced in anumber of variants culminating in thefive place G-17 s in the years afterWorld War II. Due largely to its outstanding performance the aircraftfound a ready market both as a civilianand a military workhorse. Indeed theperformance was such that in 1936Louise Thaden was able to capture theBendix Trophy race in a factory stock

deered a number of civilian planes during the war. While early versions werepowered by Jacobs and Wright engines the design standardized as thenow famous DI s with the PrattWhitney Wasp Junior or 985 cubicinch engine. This engine produced 450take-off horsepower and its power andreliability were two reasons why morethan 470 examples of this version wereproduced. With performance figures of202 mph cruising speed 212 mphmaximum speed and a service ceilingin excess of 20 000 feet it surpassedvirtually all production aircraft of itstime and today rivals many aircraftproduced almost a half a century later.


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A classic profile.

~ h e ~ ~ h, ,f eeccAircraj OmpmtlJWICHITA KANSAS

N9 to Baton Rouge a G 7S e-longing to Red Holloway.

N44G - a G 7S owned y JohnParish of Tullahoma TN.VINTAGE AIRPLANE 9


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-- --

Interior of the Travel Air 6000 wicker seats and wooden wheels. Using the Armstrong starter on a 1929E4000 Travel Air

On display In the museum a Travel Air 6000.10 AUGUST 1989

A quick goodbye until next year readyto head back to Wisconsin with the 1929Travel Air E4000

Tullahoma is the Mecca forStaggerwing and Travel Airaficionados due to the StaggerwingMuseum . Located on the airport, themuseum is the repository for all theremaining paperwork on both theStaggerwing and the various TravelAir models produced during WalterBeech s career. Donated by Olive AnnBeech and the Beechcraft Corporation ,this is probably the most complete collection of factory information in existence for any antique aircraft. In addition there are some absolutely beautifulexamples of both types, one Stagger-

wing in the process of total restoration,and inumerable photographs, lettersand newspaper articles having to dowith the planes and the people who flewthem. Also on display is the Beechfactory design prototype of the retraction system used on the Staggerwing.1988 s pilgrimage of proud ownerstook place during the week of October12-17 and consisted of 29 Staggerwings and one Travel Air 4000, one D 8and a number of non-Beech designssuch as Howard DGAI s , SpartanExecutives, a Waco and a CulverCadet. The aircraft came from the four

comers of the land and the ages of theparticipants ranged from three-year-oldJeanna York (a passenger in Grandpa sD 17S) to an elderly couple making aleisurely tour of the southeast.The aircraft were all spotless and itwas painfully obvious to even the mostcasual observer that these folks bordered on the fanatical in their pride anddevotion to these planes. No flyspeckof grease or oil was permitted to marthe hand rubbed finishes before or aftera flight, and these planes did fly. twas also more than obvious that touching by a stranger was not to be looked


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upon kindly. This was a close-knitgroup o very dedicated people whoshared a special bond centering on anairplane born more than 50 years ago .These pilots , as pilots everywhereare prone to do, were not averse tobragging about their personal planesand their extra special performance .One particular story stands out as toldby a pilot from a large southwesternstate. As we passed that King Airclimbing through 1 ,000 feet we heardhim call center and tell them he hadjust been overtaken and passed by abiplane. Center informed him that it

was probably just another BeechStaggerwing inbound to Tullahoma.Whether or not the story is exactly accurate (would a Staggerwing pilotstretch the truth?) , no one can debatethe outstanding performance or theclassic good looks o this design .For anyone interested in Travel Airsor Staggerwings, the museum at Tullahoma is a must visit. t operatesunder the auspices o the StaggerwingClub and is open on weekends exceptduring December, January and February. There is a nominal $2.00 admission charge. Weekday visits and spec

ial tours can be arranged with a phonecall to Mattie Shultz at 615/455-3594or 615/455-1974. The museum canalso be contacted by writing in care oThe Staggerwing Museum, Post OfficeBox 556, Tullahoma, Tennessee37388. The museum and its resourcescan be valuable to any serious restoration effort because o the documents,including original blueprints, kept there.The facility and the personnel involvedare dedicated to the preservation of theseclassic aircraft and if the attendance atthis year' s event is any indication, theyare tremendously successful.

A D 7S undergoing a comple te restoration at the Staggerwlng museum.

Three-year-old Jeanna York ready to board grandpa s D 7S for the trip back toColumbiana, Ohio.VINTAGE AIRPLANE


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"RECUBBERY"PROJECT

by orm Petersen

n which a Piper J-3sheds its Grade A cottonfeathers for a new coat

of yellow fabric.

he time was early November ,1987, and I had stopped at BrennandAviation in Neenah, Wisconsin to flymy J-3 Cub home after annual in spection (Home, being a small grass landing strip called Earl's International,some four miles away) .Jack Wojahn, Brennand's chiefmechanic for over 5 years , gave mesome good news and some bad news .On the good news, he said, We managed to save the old girl for anotheryear." On the bad news, he said , If Iwere you , I would start accumulatingsome recovering supplies . The GradeA on your fuselage is on its last timearound - don't make any quick pullups "

A "Smiling Jack" Wojahn gets ready to light up the torch and rebuild the fuselage of N10XS. Old birdcage was later removed anda new one welded in its place. "It needed Helpl"12 AUGUST 1989

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Some 55 hours were flown on theCub during the year including skis ,wheels, floats and finally wheels againin October of 1988. With the licenseexpiring on November 30th, preparations were under way for the rebuild.On December 10th , a group of volunteers disassembled the wings from thefuselage and wheeled it into EarlGrunska's (EAA 940) warm shop nextto his garage . The "helpers" seemed toappear out of nowhere Meanwhile,the hangar had a funny look about it a wing and struts hanging from eachside with no fuselage in between.With George Rotter (EAA 54992)and E ~ r Grunska leading the way , theteardown began in earnest. The enginewas removed , complete with propellerand then the interior was taken apart ,piecemeal. With all instruments, controls, seats etc . removed, things startedlooking bare . The first eye-openingdiscovery came when George removedthe fuel line from the left cabin wall(the Cub has an 8 gallon wing tank).The fuel line had been rubbing on apiece of fuselage tubing and a flat spothad been worn in the aluminum. Justto check the wearspot, I touched it withthe point of a knife blade - it went rightthrough Paper thin t was obvious Ihad beel. within days of a forced landing without fuel.The second revelation occurredwhen we stripped the fabric off the rudder. At some time or other, someonehad added about one square foot ofarea to the bottom of the rudder bywelding on an additional perimetertube some three inches outside of thenormal tube No mention of this wasfound in the logs. (No wonder the Cubhandled so well on floats with excellentrudder control ) Jack Wojahn sawedand ground the excess tubing back tonormal size .Removing the fabric from the rightlanding gear revealed five weldedpatches on the tubing. In short, I wasflying more patch than landing gearHowever, the old landing gear wasreused as it had been converted to inchand-a-halfaxles for use with TriPacerwheels and brakes (6:00 x 6) . Thebrake shoes were in near perfect condition and the wheel bearings checkedout fine .

t was only four or five days beforeGeorge and Earl had all the fabric removed, all bolts and screws taken outand the airplane was a pile of parts anda bare fuselage . The tail surfaces werealso stripped and checked for cracksand warpage. A short day and a half

The first piece of covering is applied to the inside of the cobin roof. George s coochlngTom Hren in the fine art of sticking down the fabric with a modeler 's Iron. Note new metalbaggage comportment - twice as large as before.

With the fuselage on its side, Gene Chase works on the interior fabric while sittingthrough the side window. We are looking up through the bottom of the fuselage.at Leonard Manson's CustomSandblasting near Larsen, Wisconsinand the steel tubing was squeaky clean.Leonard had done numerous airplanefuselages before so he was familar withthe tender nature of thin-wall aircrafttubing. Total cost , $150 for a first classjo .The fuselage and related tail featherswere then taken to Bill Brennand'sshop in Neenah for his ace mechanic ,Jack Wojahn, to run his 1 ' eagle eyeup & down the tubing . Jack has thatinate ability to find the weak spots,cracks, bends , missing parts and justabout anything else that isn't up tosnuff Over 25 years of experiencehave "matured" his eye into one of thevery best.

The years during which old N 10XSwas used as a crop sprayer were painfully evident in that several tubes inthe fuselage were bent, the entire tailpost leaned to the left and the entire"birdcage" section above the cabin wasmore braze than steel. The Cub hadobviously been on its back more thanonce An entire new birdcage was ordered from Wag-Aero and two piecesof tubing were located for replacementof a chunk of longeron and an angularbrace. A pleasant surprise was discovered in the process: somone had replaced both lower longerons with 3/4x .049 heavy wall tubing at some previous time. They were in perfect shapeinside and out and the heavy wall isworth its weight in gold for float work

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f.

George Rotter carefully pulls a section of three inch tape along a lower longeron beforebrushing it down with Poly Brush. Note copper tube coming out of floor which handleswater rudder lifting cable on floats.

View from above shows interior floorboards front seat controls and header tank in-stalled. Much of the plumbing and control work was finished in the cabin wall beforecover was applied.where pounding waves put some wildloadings into the longeronsIncluded in the new birdcage wasprovision for a skylight, a lUXUry wedidn't have before the rebuild. A second improvement was an enlarged baggage compartment, supported by awelded tubular frame and completelylined with aluminum. When finished,George Rotter stood his 180 lb . frameon the floor of the compartment andjumped up and down with vigor Wefelt this was equal to a 9G test - 20pounds times nine equals 180 pounds- and it stood the test in grand style .(Bill Brennand did the 337 form on14 AUGUST 1989

this one and the final OK was signedby the FAA) .Other amenities included new slidesfor the lefthand cabin window (fromWag-Aero), new "oilite" bushings inthe landing gear fittings, elevatorhinges and rudder hinges to tighten upthe rather loose joints . A hoisting ringfor lifting the Cub up in the air for floatinstallation and removal was installedon the front cabane, just behind thewindshield. The empty Cub balancesperfectly at this point. By removing sixsmall screws, I am ready to hoist onthe ring - strictly classA glider tow-hook has been installed

on the Cub for years. The old releasecable kinda' flopped around loose inthe fuselage . We welded a small steeltube around the tail post to run the cablethrough and then installed teflon cableguides up to the cabin floor. (Workslike a charm.) New teflon cable guideswere also installed for all other fuselage cables.As Jack would complete a section offuselage and okay it, George wouldpaint the section with two-part epoxyprimer. This accomplished two objectives: the rusting of the steel wasstopped and Jack would have to weldfuriously to keep ahead of GeorgeHave you ever seen a welder with hisdark goggles on, sparks flying - withhis left elbow painted epoxy green ?n just over a week, the entire fuselage, landing gear and tail featherswere all epoxy primed and JackWojahn uttered those famous words,It should be good for another 20years " The entire structure was thenreturned to Earl Grunska ' s heatedworkshop for covering.On a Piper Cub, the inside of thecabin is the first part of the coveringprocess and it wasn t long before fabricbegan to appear on the tubing. Andjust like flies to honey, numerous"airplane folk" stopped in to view theproject. George Rotter is a master atshowing how easy it is to cover anairplane. In no time, he would havethe visitors pitching in - and havingfun Besides getting the job done ,many doughnuts and cookies plus gallons of coffee were consumedAll covering was done in Stits D-l03fabric using the Poly-Brush, PolySpray and Poly-Dope finish. The fabric is glued on the structure with PolyTak cement and in just a few minutes,preliminary shrinking of the fabric canbegin with a flat iron. A small modelers iron, about three inches long andjust over an inch wide, is handy forsharp comers and tight places. In somecases, a heat gun will pull in the fabricjust the correct amount. Practice makesperfect.Using Earl Grunska's rotatingmount for the front of the fuselage, theentire airplane could be rotated fromside to side for most advantageous positioning. t wasn't long before the interior was covered, as Gene Chase satin the center of the cabin (on its side)and carefully fitted the fabric to all thecomers and tubes. Gene is a modelairplane builder of considerable experience and has the patience to do a really


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neat job. Once the fabric was in placein the cabin , the new floorboards wereinstalled followed by the rudder pedalsand the brake pedals. About this time,I discovered that some wise guy hadpainted one brake pedal green and theother one red These guys are alwaysgiving me a bad time about being colorblindn short order, the entire bottom of

the fuselage was covered from front toback and the fuselage was placed upright, ready for control cables and trimsystem. A new assembly on thejackscrew was needed as the old onehad a well-worn thread. Some $80 sentto Univair took care of the problemAbout this time, the fuel valve refusedto tum and no amount of persuasionwould budge it. A weekend visit toStan Gomoll's hangar in North Minneapolis just happened to produce anew valve Thank you, Stan , for coming to the rescue . George insisted on apressure check of the fuel system before covering was applied. As he suspected, a leak was discovered and itwas promptly cured. Good thinking ,George.A carefully marked "blanket"" wasdraped over the fuselage to cover thetop and both sides. When all pins andmarks were in place, it was taken toJack Wojahn for sewing (One seamdown the "spine" and up the fin .) Returing the envelope to Earl's shop, weturned it inside out (to put the sewingon the inside), only to discover thedoor opening was now on the wrongside With a bit of "hocus-pocus" andby moving a few seams, the door wasfinally on the correct side and we wereback in business. All stringers , whichEarl happened to have in his attic, werecarefully sanded smooth and varnishedbefore installation. The fabric envelope was then positioned in placeand glued down with Poly-Tak. A bitof work with the iron and things werestarting to look good Every so often ,Jack Wojahn would stop in to inspectthe project , to make sure we hadn'tpulled his nice welding job out of linewith too much fabric tension. Good A& P mechanics are always a mite suspicious, you knowThe old boot cowl was in sad shapeand looked like it had survived theCivil War. I was able to obtain a newone from Wag-Aero without the customary fuel tank hole on the top side.With a wing tank only, (18 gals .),there is no fuselage tank - hence, nofiller neck is necessary. The smooth

George makes a trial fit of the new DOOt cowl (without fuel tank hole).With a bit of fitting,the new cowl c me out very nice looking.

With one rear window in pl ce (it was too stubbom to remove ) the fuselage s hauledto EM's p int shop for sliver nd yellow coats. Note planks used for wheeling it onto truck.boot cowl looks very chic

I sent the instrument panel and throttle covers to a friend in Minnesota tohave a black crinkle finish applied . Justas he had done on my EAA Biplanepanel in 1965 and Starduster Toopanels in 1975, Orval Kohn once againcame through with a professional job.While all this was taking place , wecovered the tail feathers , landing gearand lower door. Again, seaplane grommets were installed on all surfaces forseaplane use. Once everything wasproperly taped, a coat of Poly-Brushwas applied, a light sanding next anda second coat of Brush. The floor ,seats, controls etc . were all masked offand the entire works was taken over to

Tracy Johnson for spraying.Through diligent and persistent hardwork, Tracy has become the residentexpert on fabric covering at EAA injust a few short years. Working evenings, she sprayed the tail feathers, firstwith Poly-Spray and after sanding thesurfaces smooth, sprayed the finalcolor coats of Cub yellow. Veryshortly , we could see a problem TheLock Haven Yellow did not match thecolor of the wings I immediately senta sample of the old fabric to Ray Stitsin California. He called me on thephone with the information that thesample was Randolph AN Yellow. nno time, Ray had mixed a batch of thecorrect color in Poly-Tone and sent it

VINTAGE AIRPLANE 15


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George Rotter drills another screw hole In wing fairing as arl Grunska fastens thetallwheel springs In place. The hoisting ring Is just visible behind the top of the windshield.

With all parts masked off, Jack Wojahn lays on a nice co t of bl ck Poly-Dope downthe side o f the fuselage.out. Lo, and behold, it matched perfectly (Thank you, Ray Stits) Thereare apparently some six differentshades of Cub Yellow, depending onwhat each rebuilder thinks is correct.Perhaps Clyde Smith, Jr. could shedsome light on this subject.Over the weekend, Tracy sprayedthe fuselage and a group of us spentSaturday afternoon, sanding the PolySpray with 320 grit wet sandpaper.(It's amazing how the water cleans thecrud out of the sandpaper ) The finalcolor coats were sprayed on Sundayand believe me, we had a yellow CubTracy's skill with the paint gun is quiteremarkable and the results were outstanding . It was a pleasure to gather allthe parts and pieces back at Earl's shopfor final installation of instruments anddetails before final assembly.16 AUGUST 1989

A new windshield was ordered andnew glass for the side windows waspurchased at a local glass store . I choseto use 1/8 inch acrylic for the side windows rather than Lexan, as acrylicseems to be better optically . All windows were cut out on Earl's bandsawand then smoothed with a file and finesandpaper for final fitting . It is funnyhow new glass all around makes therestoration look betterEarl Grunska became the man of thehour when he worked the numerousdents out of the engine cowling with asoft mallet. Again, patience is a goldenvirtue. He and George then completednumerous patches and reinforcementsbefore the cowl was ready for painting .Even the engine mount was cleanedand painted before being reassembledto the engine with new mounting rub

bers. The new boot cowl had been fitted and worked into place and afterbeing painted, was installed permanently and the engine was mounted onthe nose of the airplane. Next to beconnected were all the lines, hoses ,wires and control hook-ups - often refered to as "spaghetti".The nicely refinished instrumentpanel was installed along with the previous instruments . I did have a Machmeter from a jet fighter that Jens Tofthad given me in Denmark in 1986.However, I decided to have the PiperCub bear logo silk screened on the faceof the instrument to make it look likeit belongs on a Cub It registers from.5 Mach to over 1.0 Mach - about 350mph to over 750 mph - just what everyCub needsA particularly nice job on thewindshield installation was accomplished with George Rotter leadingthe operation . The new windshield wasquite compatible with the new birdcageand the finished product , with all fairings in place, looked factory new.Meanwhile , Earl and Will Schaickwere busy with the side glass. A newpiano hinge was used to support theupper half of the door - a marked improvement over the old hinges as thedoor does not flop all over when upagainst the wing in flight.The new oversize baggage compartment, complete with new plywoodfloor, carpeting and thin plywoodcover, looked sanitary when finished ,however, it did cause some trouble .Access to the rear seat sling nut plateswas very minimal and George spentconsiderable time (and a few choicewords) getting the tube clamps rivetedtogether so the nut plates would lineup to accept the seat mounting bolts.In like manner, the rear float attachfittings were installed on the tube clusters below the baggage compartment.Again, much nail biting, turningtwisting and reference to the moralityof some of my ancestors seemed tohelp Eventually, all 2 mounting boltswere in place and tightened and thefittings were painted to match theairplaneThe tail feathers, which had beenfinished so nicely by Tracy Johnson,were installed with the necessary bracewires and gradually tightened to"square" with the fuselage. Thestabilizer trim system worked like acharm, the cockpit handle rotating ona new shaft that Earl had built from anAN bolt. Even the position indicator


17/36

moved back and forth as requiredSuch luxuryOnce the tail wheel was hooked upto the new rudder arm furnished byChuck Larsen, the entire fuselage wastaken over to Brennand Aviation forfinal assembly and Annual Inspection.The wings and struts were hauled onthe second and third loads and assembly began soon after, under the supervision of old "Eagle Eye", JackWojahn. The landplane prop was installed and a compression check wasrun on the engine while the rest of thecrew was installing wings and strutsalong with assorted cable hook-ups andfuel lines. Even the new skylight wascarefully installed with a bit of siliconsealant to make it rainproof. Meanwhile, Earl had taken the two seat covers to a neighbor who had a heavy dutysewing machine. She stitched up theseams that needed help and in no time ,the covers were installed in the Cub ,good as newA diagram of the proper "LightningStripe" placement was obtained froman old SPORT A VIA TION magazineand Earl got out his trusty ruler andbegan measuring. With careful attention to detail and with George helpingwith his good eye, the masking tapewas applied to the outline of the "bolt".Paintproof paper was used to mask offthe rest of the fuselage and when allwas ready, Jack Wojahn loaded histrusty spray gun with black Poly-Tone(left over from the Stinson trimotor)and commenced spraying the stripe in front of about 15 onlookers The

spray job itself was expertly done , thehard part was all the free advice fromthe gathering of coffee drinkers , general riff-raff and other types of ne'erdo wellsWhen all the masking tape waspulled off, the Cub was starting to looklike a genuine Lock Haven product.All the various placards were postedwhere necessary and Jack worked hisway down the sheet of Annual Inspection check-offs. Bill Brennand was notcompletely sold on the location of theCG as shown in the logbook , so theCub was carefully positioned on top ofthree scales and leveled with the upperlongeron. The empty weight registered798 Ibs. and the computed CG cameout some three inches forward of thelogbook placement This was perfectas far as Bill was concerned and wouldbe ideal on floats as well. This particular Cub is a front-seat-solo machine asthe fuel is in the wing and not in thenose of the fuselage . This moves theCG rearward as in a PA-II and makesit a front seat solo. In like manner, themag switch is on the instrument panelas well as the carb heat control. Thefuel valve is located on the cabin wallnext to the pilot 's left knee, just as aPA-ll Cub Special.In due time, the paperwork wasfinished and the time had come to flythe Cub home to Earl's International.Just as Earl brought me over to Brennand's to fly it home, a fierce stormcame up and we decided to leave wellenough alone Two days later, Georgecranked up the 90-hp Continental and

flew it over to Earl's. He reported itflew very well, however, the smile onhis face told the story. It was obvioushe was pleased with the result of fivemonths of (hard) workNeedless to say, I was quite anxiousto fly the Cub, and about two dayslater, the foul weather had passed andI had a chance to take "her" for a spin.First , I noticed the entire airplane wasmuch tighter and didn't shake, rattleand roll in the joints It felt like a newCub - a real tribute to the many peoplewho helped on the five-month rebuild.About two weeks later, one of theCub's former owners, Floyd Backstrom of Mankato, Minnesota was inOshkosh doing EAA Volunteer work .I invited him to fly 01 NIOXS fromEarl's grass strip. Floyd took off andlike a steel driver with a brand newhammer, made music in the deep blueevening sky. I suppose you could callit "Rhapsody in Blue") . After about 20minutes, he landed on the soft grassand taxied up . Turning off the engine,he looked over at me from the frontseat of the Cub with that serious"Swedish" look in his eyes and said,"Norm, I'll give you all your moneyback ".

f you've ever thought about re-covering your airplane, order "Fabric Covering with Ray Stits," a 120-minuteEAA video from the "How To" series.To order, call 1-800-843-3612 (in Wisconsin 1-800-236-4800).

The Cub is carefully leveled on three scales to do a weight and balance The total of the scales was 798 IbsA line was dropped from the leading edge of the wing to measure the moment arms to the wheel centersVINTAGE AIRPLANE 17


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19/36

In fact, it resembled the BeechBonanza which became the standard tomeet for post-war production aircraft.Only one G-63 was built and underwent numerous tests including extensive work on ducted wings . The laterprototype G-72 has been restored bythe Grumman Retiree RestorationGroup and sits in the Cradle of A viation Museum at Mitchel Field on LongIsland, New York . Although theGrumman lightplane never made it to

production, its story opens some insight into what happens when a bigtime engineering concern turns its attention to light aircraft.According to Grumman reportnumber FT 72 0A by Kitten test pilot,Franklin T. Kurt, the design goal ofthe G-63 and the later G-72 was tobring big-ship features to a light aircraft with sufficient range, speed,load, simplicity and toughness to succeed in the marketplace. The airplane

was powered with a Lycoming 0-290A engine of 25 hp with a Sensenichwooden propeller. The G-63 had retractable, conventional landing gearand started with a 28-foot wingspan,later extended to 32 feet. The G-72 hadretractable tricycle gear and originallyhad two tail fins outside the slipstream.t was later modified to a single-tailconfiguration. The G-63 had split flaps

while the G-72 had slotted flaps.The fuselages of both airplanes were


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all-metal semi-monocoque. Spot cleanliness o the rivet-free airframe Years before Leroy Grumman inwelding was used wherever possible produced good performance. The fuse vented the space-saving wing-folding- up to 70 percent on the G-63 and lage skins were o .032-inch aluminum mechanism for his Navy fighters while60 percent on the G-72. Through the and the wing skins were .032-inch and toying with an eraser and a paper clipdevelopment process as late as January .025-inch forward o the main spar and at his desk. The main spar o the little1947 no problems were experienced .025 and .020 aft. Ribs were spaced G-63 was designed with a folding wingwith the attachment technique and the about every 2 to 4 inches . in mind with a skewed joint cut at the


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center section, although the forged original airplane was hand-operatedhinges and pins were never made. With with a mechanical linkage to a lever inthe G-72 , designers abandoned the the cockpit. The system was troublefolding wing concept and had straight some and two belly landings and onecuts in the spars with the outer panels one-wheel landing resulted althoughbolted to the center section. no damage was sustained. The probThe retractable landing gear on the lem was with the latching mechanism

. . . ; ; ; . . ~ I u2oI

which worked well on the ground butfailed when subjected to air loads andacceleration forces . The system wasreplaced with a hydraulic system although the latches were still sensitiveto lack of lubrication and could stickin the open position . The G-72 used anS-shaped bar action to lock the gear inboth up and down positions rather thanlatches. That solved the problem of theKitten's recalcitrant paws once and forall . In the first 50 hour 's flying withthe new system, the airplane neverfailed to land on its feet.The nose gear was free-casteringthrough 360 degrees and used a large,low-pressure tire for shock absorption.Steering was via the main gear brakes .A simple brake-shoe material shimmydamper around the bottom of the oleocontrolled nosewheel vibrations. Thetypical Grumman simplicity workedfine and after an increase in the frictionsetting at 50 hours - a simple adjustment - the nosegear steering workedto perfection .A great deal of consideration wasgiven to the flight characteristics of theKitten . To a manufacturer of militaryfighter aircraft, an airplane needs to beresponsive and quick on the controls,often at the expense of stability. Grumman was sensitive to its bias alongthese lines - perhaps overly sensitive.Kurt's report shows that with a 28-footwingspan , the G-63 was jumpy andnervous on the controls. Thesecharacteristics are subjective and thereport goes on to admit that thephugoid oscillations responded quitenormally to correction and returned totrimmed attitude within 5 seconds.Directional oscillations were similarlydocile.A general aviation airplane, however, needed to be even more stablethan that and Grummanites agreed thatthe Kitten, both in its G-63 and G-72forms would have been better with alonger tail to dampen oscillation andprovide more stability. It's interestingthat the report notes an annoyingamount of control friction that shouldbe kept to a very minimum on a lightfast airplane . Roy LoPresti has addressed that concern on his newSwiftfury with push-pulrrods and silksmooth bearings . The controls are soeasy to move that pilots sitting in theairplane at Sun 'n Fun asked if the stickwas connected. A former Grummanemployee himself, LoPresti must havebeen listening to his forebears.The Kitten's wingspan was in

VINT GE IRPL NE 2


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Restored by the Grumman Retiree group the G 72 prototype Kitten sits In the Cradle o Aviat ion Museum on Long Island New York.

creased after 2 hours of testing to 32feet from 28 feet for an increase of 3square feet of area - about percent.No decrease in top speed was noted.In the quest for greater stability. thelonger wings helped, providing addedinertia in yaw and thus less dutch rolltendency. In addition, bungee trimadded control stiffness without frictionand contributed to stability. Changesto the tail surfaces in quest of morestability included more elevator chord,more stabilizer chord, adverse elevatortabs (moving against elevator displacement), more stabilizer and elevatorspan, four-inch increase in tail lengthand adding more control-wheel motionin ratio to control deflection. These attempted improvements led to comments ranging from no change, toslightly better, and best.Dorsal and ventral fins did little fordirectional stability and adding area tothe tail surfaces was a trade-off. Morerudder was better in cruise, but addedundue forces on take-off. The finalselection of fin and rudder had 20 percent more area than those originally fitted.Stall-testing on the Kitten broughtadditional puzzles, the solutions of22 AUGUST 1989

which are educational for anyone interested in the compromises of aircraftdesign and testing . At first, the G-63flew with a continual tail buffet thatwas caused by the cabin doors as theywere sucked a half inch out into theslipstream. The surface turbulencestalled the wing to a foot out on theleading edge and three feet out on thetrailing edge. Designers sealed thedoor more effectively and the buffetwas eliminated. The stall remained abrupt, however, which is all right in aNavy fighter, perhaps, but for those ofus who needn't arrive on an aircraftcarrier in a controlled crash, a tamerstall behavior is more appropriate.At first, the open wheel-well doorswere suspect, but closing them provided no relief. Grumman nextexamined the nose section and foundthat at 4 degrees of pitch up - thestall attitude - turbulence off of theaircraft's chin atacked the wing leading edge resulting in the rough stall.The subsequent change in nose-bowlshape tamed the stall - as long as therudder was held in the centered position. Nudge the rudder either way andyou had a nicely developed spin withpower off, and a real corkscrew with

power on, resulting in the loss of a lotof altitude.Experimentation began with thewingtip airfoil sections . While slightchanges in wingtip airfoil helped outon the G-63, it took the G-72 with its4420 root airfoil and 4409 tip airfoil totruly manage the spin tendency. Kurt'sreport suggests that some washout (twodegrees) would have made it even better. Grumman also experimented withan elevator stop device to limit elevatortravel in order to eliminate the stall andthe possibility of a spin, in the mannerof Fred Weick's Ercoupe. With poweroff the Kitten was fully domesticatedand the ailerons were effective welldown into the stall but with full power,the elevator control remained strongenough to stall and spin the airplane.Some other techniques were employed to further tame the spin characteristics of the Kitten. Leading edgespoilers, often used on modem aircraftand homebuilts to generate a wing rootstall prior to tip stall , were tried anddiscarded. Also, the engine thrust linewas lowered two degrees, but its effecton power-on stall behavior was minimal so the engine was returned to horizontal.


23/36

One effort to add to longitudinal stability on the G-72 led to real problemsin spin testing. To add weight to thetail for stability, the battery was movedto the tailcone and tests commenced.Everything appeared to be fine untilthe last, full-aft-CG tests were performed. Self-recovery was lost and fullforward stick was required after fourturns. The test pilot reported that thecontrols were going slack and the spinwas flattening when he managed to recover. The battery was quickly movedto the firewall .The G-72 originally appeared with atwin tail, the idea being to work towarda two-control congfiguration like theErcoupe's . Placing the vertical surfaces outside the slipstream eliminatesthe yaw generated when the swirlingair from the propeller strikes the leftside o the vertical tail, pushing thenose to the left. The rudder is assignedthe job o offsetting this directional instability. By moving the tail surfacesoutboard, one o the rudder's moreprofound responsibilities is eliminated,leaving room in the design for less rudder surface. The smaller rudder is thenlinked to the ailerons to counter adverse aileron yaw. As with any design,

changes in one area have a domino effect down the line . The down side othe twin-tail design is an obvious increase in drag .The initial problems o directionalcontrol on take-off run with the G-63led to extensive experimentation withrudder size and vertical stabilizeroffset. The airplane needed significantrudder authority on take-off but next tonone below 7 percent power. Such awide range o rudder configuration wasa real dilemma until the engine wascanted three degrees to the left, andthe significant forces required on takeo seemed to disappear. Even the G72 was converted to a single finairplane after the engine was canted.Grumman found that with one degreeo fin offset and a fixed rudder tab,even the slipstream effects at take-offpower were rendered negligible. TheGrumman report also cites the possibility o altering the alignment o themain landing gear during the take-offroll as a means o achieving directionalstability on the ground without resorting to rudder deflection, although thismethod was not tried on the Kitten.The final configuration o the twocontrol Kitten was a single fin with no

offset , rudder trail three degrees to theright , and a fixed tab urging the rudderto the right. Kurt ' s report cites onecross-country trip made without thetrimming device and the airplaneslightly out o rig - one wing low .The high wing tank emptied morequickly than the other. The resultingwing-heaviness made it impossible toraise the wing and remain on course.Grumman urged separate wing tankshut-offs for all two-control airplanesfor this reason .Another projection was to install adevice that would swivel the top o thefin when the throttle was openedbeyond the 75-percent power setting.Grumman determined that a two-control, personal aircraft need not be ableto fly at full power in level attitude.Pilots o the modem GrummanAmerican line o light airplanes shouldespecially note one sentence o theApril 1947 report. The free-swivelingnose wheel steered easily by brakingthe main wheels and is surely safer andfar simpler than a nose wheel restrained by steering controls. Twentytwo years before the AA 1 Yankee(later built as a Grumman product) arrived on the scene with its controver-

On the pl que In front of Its display the G 72 Is pictured in flight In Its twin-tail configuration.

VINTAGE AIRPLANE 23


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sial castering nose wheel, the decisionwas already made at Grumman. n thetwo-control version of the Kitten, asingle brake pedal applied hydraulicpressure to be distributed between themain wheels by the control wheelthrough a two-way bleed valve. Tosteer on the ground, step on the singlebrake pedal and tum the wheel.Cooling the Lycoming 0-290-A wasnot a problem on either version of theKitten . The G-63 with its conventionalgear had side gill outlets for the coolingair while the G-72 with its three-quarters retracted nosewheel bled the cooling air through the nose wheel well.The baffling under the cowling of theLycoming presented no particularproblems, although a central bafflewas added to keep cooling air from piling up on one side due to propellerslipstream effect. This was a normalconsideration for light aircraft, although it may have been new to thoseat Grumman used to working with radial engines roughly the size of RhodeIsland .The Kitten was fitted with a varietyof Sensenich wooden propellers. Thebest configuration seemed to be a 73inch diameter unit with 61-inch pitch.This combination yielded 2,140 staticrpm at 29 inches manifold pressure;2,250 rpm at 2,000 feet in cruise with22 inches mp and 28 mph indicatedairspeed; and 2,640 rpm at 2,000 feetwith full throttle, 27.5 inches mp and149 mph. Grumman engineers didn'tfly the Kitten with a controllable propas those available required either asplined or a drilled shaft and theLycoming 0-290-A had a taperedshaft. The report says, however, Acontrollable prop is urgently needed onso clean an airplane and will be themost effective means of reducing noiselevel.

Just as pilots of modem Grummanlight planes can take interest in the1947 report, so too can pilots oftoday's Aerospatiale light airplanestake notice of this section about cabindoors, To reduce cost, the G-72 doorshinged at the top edge and lifted up.This was awkward to use, dangerouson pinching fingers and extremelydangerous in the air. f a door shouldbecome unlatched, it would open violently, probably be twisted off the ship,with fair chance of knocking the finoff. Doors should hinge at the frontedge, and be carefully designed againstsucking out and producing air leaks.This conclusion is debatable, and the24 AUGUST 989

experience of one Cozy pilot refutesthe statement. His side-hinged canopyunlatched in flight and floated at the45-degree-open point until he was ableto get it closed again . The airplane flewquite normally, he said, although heand his wife and daughter confessed tosome erratic behavior of their ownwhile trying to get the lid closed. Still,due consideration in door design is important.The report concludes with somecleaning up of data gleaned from testing and projections on what may havebeen tested had development continued . Power-operated landing gearwas deemed essential for such a slick,fast airplane. The hand-operated, slotted flaps on the G-72 would either have

"Grumman wiselydecided t stick

with the U S Navy."to have their hinges relocated for easiermovement of the manual lever, orswitched to a powered system. The importance of low-friction controls wasre-emphasized. Among the unturnedstones in the test program were refinements in ventilating, heating, soundproofing, side windows, wing-steps,panel layout, fuel gauges and fuel-tankvents.The G-63 first flew on March 18,1944 with test-pilot Kurt at the controls. t was later modified to itsducted-wing configuration as a test bedaircraft. The G-72 followed on February 4, 1946 with its first flight. TheG-63 was given registration numberNX 41808 and the G-72 was registeredNX 41858. The second Kitten was

c:oEa;:.:to- E

later donated to Renssaelaer Poly echInstitute in New York and has sincebeen lovingly restored by retiredGrummanites for the Cradle of Aviation Museum near Grumman'sBethpage headquarters on Long Island,New York.It's unclear exactly what causedGrumman to discontinue developmentof the Kitten. By 1947, it was obviousthat the great rush into general aviationwas a non-event. All those returningpilots and crews would do their flyingin airliners, not personal airplanes. Therole of the personal airplane in American society would remain basically thesame as it was before the war, a recreational vehicle for most pilots and abusiness tool for the well-heeled. Theoverwhelming expansion came withthe airlines, growing from little morethan air mail carriers with a few extraseats to the corporate transporationgiants they are today .Grumman wisely decided to stickwith the U.S. Navy as its best customer, supplying the decks of our aircraft carriers with the ferocious cats wehave come to know over the yearssince World War II; the Bearcat, thePanther, the Jaguar, the Cougar andnow the F-14 Tomcat. The Kitten remains a curiosity, the Great Grumman Ironworks' representative ofhundreds of other prospective entrantsinto the great post-war aviation boomthat never happened . Some of theseairplanes are fine examples of accelerated wartime engineering turned tocivilian ideals. The test reports of theKitten show great promise of range,speed, load, simplicity and toughness- everything that Leroy Grummanwanted. The airplane was right, but thetimes were not.


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P SS- -1]n information exchange column with input from readers

by Buck HilbertEAA 21, le 5P.o. Box 4 4Union, IL 60180

Hi Buck,Your column in VINTAGEAIRPLANE is great Try this one. Wehave a situation that must have happened to somebody before. But first,let me warn you that this is a peoplerather than an airplane-only dilemma.Remember now, Paul always says aviation is more a people experience thanan airplane experience.We're coming to the final sixmonths or so of the restoration ofDad's 1948 Funk B-85-C. t happensto be the airplane I soloed on my 16th

birthday and got my private license inon my 17th. Not to mention the factthat Dad bought it from Joe and Howard Funk when I was only 10 months

old. The Funk brothers flew it as thelast production airplane and their personal machine for 10 years. You mightsay that history, sentiment and emotiongo deep with this family and airplane.Now our problem, aside from the usualhard to find parts and lack of time, isthat Dad wants to modify the heck outof this already fine-flying airplane. Hewas a Depression/Golden Age of A viation baby and went on to be an engineer for 35 years. I believe the thinking back then was to modify airplanesto make them go faster, slower, higher,farther in more kinds of weather etc.I should tell you, Buck, that we alsoown a 1953 Cessna 195B for going farand fast with friends. t is kept very

original for history's sake and we enjoyparking it in the Antique/Classic parking area every year.I guess my question is how can weconvince Dad that this family member(the airplane) doesn't need aux fueltanks, a full gyro panel and other speedor sound mods. That it is going to giveus much flying enjoyment when wecomplete it as "stock" as it would allchanged to act like something otherthan a Funk. I fly jets for a living andget plenty of "dials per mile." I d likemy son to grow up knowing what it'slike "map in the lap." What do youthink?Happy landings,John MaxfieldNorthville, MichiganAnyone have any suggestions forfohnDear Mr. Hilbert,I just read your column in the latestVINTAGE IRPL NE about Von WilIer s Fleet 7 and Lorraine Kivi's Commandaire. I helped build the Commandaires from August 1 1928 until October 1929. I have on file drawings andinformation on these airplanes. I havehelped four different people get theirN number back on their planes. Weare starting work on a 1 4-size Commandaire radio-control model whichshould be flying some time next year.Also for seven and a half years I wasthe instructor in charge of overhaul atDallas Aviation School at Love Fieldfrom December 1935 to July 1943. Iwas one of two mechanics in the U.S.to get Reet Model 2s and 7s by theCPT secondary spin tests. A three-tum

VINTAGE AIRPLANE 5


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spin either way with hands-off recovery in a tum and a half with no backpressure. Most of the time they wouldrecover within three quarters of a tum .Joe Mackey, old time race pilot , wasthe engineering inspector for CAA onthe first ones. This could make quite astory.Yours truly,Edgar W. Seay, Sr.Irving, Texas

Dear Buck,I read your column each month inVINTAGE AIRPLANE and must say Ienjoy it very much. We are in the business of repairing Super Cub fuselagesand customers bring them in from allover the United States. Sometimes, ifthey are not properly padded and secured the transporting can do more damage than the original accident. One ofthe biggest reasons for damage is thatthe padding has vibrated out fromunder the fuselage before they get veryfar down the road. The vibration cancause bending or chafing of the tubingcausing an otherwise perfectly goodtube to have to be replaced. This problem could be eliminated by gluing thepadding to the trailer securely. Also,

when tying down if using a steel cablecome-along, slip a hose over the steelcable to prevent it from cutting into thetube. We recommend putting bolts inwing and landing gear fittings andusing ropes or truck tarp straps attached to these bolts to secure fuselageto trailer. Of course all this is evenmore important before the trip homewith the newly-repaired fuselage.These are problems we see all the timeand thought they might be worth mentioning.SincerelyJim SoaresBelgrade, Montana

Dear Mr. (Edlock) Hart,This Sunday morning over coffee Iwas, as I am wont to do, perusing mymail ... unwanted and unsolicited adsand sales presentations, week-oldnewspapers and magazines when Ifound your article in VINTAGEAIRPLANE, "The RampTramp Champ- to Merced - and fro" (May). It isextremely unusual for me to be sotaken with an article that I write to theauthor - in fact, this may be a first.However, the fresh and unusual stylecaught my eye and the enchantingwordplay and sentence structure

brought smiles and chuckles enough sothat I read it a second and a third time,tooThe purpose of this letter, then is tourge you to continue a series of "famous flights" articles (or somethingsimilar) to bring a note of humor toVINTAGE IRPL NE on a regualrbasis. What is so very obvious is thatyou have an enormous amount of experience and in-depth knowledge. Thisbackground allows you a richness anddepth even in humor that cannot fail toimpress and delight others in aviation- particularly antiquers. From the richstore of experience which you mustposess , I, for one, would like morestoriesRereading your article for a fourthtime I am intrigued to discover moreand more depth to the delightful wordsurprises you bring the reader. Truly,Mr. Hart, yours is a refreshing and extraordinary genius and I earnestly solicit future articles.Sincerely,L Enwild MannSeverance, New YorkOkay, Mr. Mann. e agree that Edlock's style is unique and his puckishword-riddles give us the chuckles also.Here's more. - Ed

THE RAMPTRAMPCHAMPd y in the life.

by RampTrampChamp(with help from E dlock Hart)

ud Davis wound my wooden prop,the engine fired and I killed it. Fourmore times I flooded, misfired and refused to start. Couldn't this lovable oldguy see that lovable old me didn' t wantto leave? Bud had rebuilt me from atotal wreck six years ago, with moreTLC than I d seen since logging myfirst flight in 1946. The shock of beingbought and sold before the ink on myannual had dried was amplified byleaving Flabob against my will, and ifyou will, my religion. After all, Flabobis the sacred sanctuary for tube-and-ragairplanes like me.Finally, filled with apprehension26 AUGUST 989

and 13 gallons of 80-octane, I taxiedgingerly down the rutted old ramp toward take-off. All I knew for sure I was going to Gillespie in Sandy Ago.That's control-tower country, wherespamcans, radios and acres of asphaltare called "progress." Just the thoughtof it made me backfire.My new boss, Edlock Hart added tomy misery by being a total enigma.What else can you call a guy whoswaps hard-earned cash for an airplanehe s never flown, taxied or even heardrun? He s got to be stupid, crazy orclairvoyant and I'll bet every rev onthe first two. Wallowing along theramp, the way 7-ACs wallow in the

wind, I saw the sock aimed crosswaystoward Corona. Flabob's famouscrosswind prevailed making either endof the runway untenable. Well past themiddle, I assumed we d aim at Mt.Ribidoux, but no We turned off thetaxiway, crossed the runway and wallowed downwind in the gophur-guttedgrass to the weatherbeaten fenceseparating Flabob from the rest of theworld. With hard left brake and a blastof throttle, we pivoted into the wind.The butterflies in my belly hadcalmed down a little when my frontseat enigma used forward stick whiletaxiing downwind and more on thepivot. His finding and using the forgotten grass strip was at least reassuring.Seasoned taildragger pilots prefer themand tricycle types won t touch 'em.I decided to cooperate and, with theaid of that strong wind, impress himon take-off. All 65 horses leaned intothe traces and strained. We gallopedforward fast and were airborne halfwayto the runway. Up like smoke in achimney, we passed through pattern altitude in less than a minute, turned tail


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and headed for Ramona . Why RamonaI already knew . Without radio Icouldn ' t legally land at Gillespie sowe'd telephone the tower fromRamona to arrange for a green light toenter Gillespie s pattern . Cruising at2,100 rpm was easy on fuel andsmooth enough , but we were wary ofeach other, yet. One take-off and flatflight through CAYU isn't much of anacquaintance. I noticed we heldenough altitude to keep flat spots insight all the way . I was just a little outof rig , flying right wing low withoutside pressure on the stick, something Ihoped he knew how to fix.Ramona arrived an hour after takeoff, verifying our vascillating airspeed,which averaged about 85 mph . Thegauge, not the engine was erratic.Landing straight into the wind offeredno challenge, thank God . Worriesenough filled my gizzard without onemore . When we d landed, taxied andtied down I knew this guy could land ,taxi and tie down and that's about all.Still an enigma in my book. He tookan envelope from his shirt pocket andpoured its contents on top of my cowling. Stick-on letters, that's what.Looking smug , he started peeling andpasting along my cowling's hinge line.My apprehension turned to anger as thecheap, chintzy letters spelled out,R-A-M-P-T-R-A-M-P-C-H-A-M-P . Iswear, I d have clubbed him with myprop if he d gotten close enough .While he was gone to green the lightat Gillespie, I seethed in self-pity. Iknew my rain-stained faded gold paintinspired the name, but couldn ' t thisclod tell by now that there's no better

Champ this side of a concourse queen?Didn ' t he know that those spit andshinola jobs are good for nothing else?Was he actually as stupid as I fearedat Flabob?Then I remembered he d read myrain-stained logbooks (all 8 of them)and 3 form 337s, some signed by ArtScholl. So all right already, I m oldand patched and wrecked and rebuiltand on my third engine . I simmereddown some , but how could he knowI d never had a roof over my head?Logbooks don t tell. The truth dimlydawned, and THAT'S what hurt . Nomatter how sound and solid, stouthearted and all that rot ,RampTrampChamp tells the terribletruth .Back at Flabob I d been too shookup to notice the featherweight fiberglaschocks he d put under the seat. Now ,phone call finished, he chocked mywheels, unchained the earth and pulledmy prop through four blades . Then,switch on, throttle cracked and noprime, I fired on the first blade. Nopoint in playing games any more. ThelO-minute jaunt to Gillespie was uneventful , as it ought to be, but the sightof enormous runways and spamcansgalore was intimidating. The onlygrass I saw separated two parallel runways , and God help you if the towerever sees you use it. Another monsterrunway crossed the others, lined withhangars from here to lunch.Another smooth landing meant onlyone thing: under ideal conditions withmiles of runway I might not get bent.Taxiing between rows of tiedowns,four deep, only made me homesick,

and a new note gigged my gizzard. I dprobably own the only armstrong starter on the airport. Not another ragwingin sight unsettled me, too. I worriedwhy we went past ALL the tiedowns,leaving the empty ones empty. Everybutterfly in my belly flapped full-boreas we snaked between buildings andhangars until we ran out of airport. Atthe very last hangar, Edlock cut myswitch and pivoted 90 degrees.In flat-footed amazement I watchedhim open the doors wide to clear my35-foot wingspan. Before I could seemuch inside, he wheeled out a beautiful steerable cart like nothing I d everseen. My tail was picked up and positioned so my tailwheel slid into a slotat level-flight height. Without a wordI was towed inside so smooth and easyI wasn't sure any of this was real.The hangar was neat, clean, sheetrocked and painted, had overheadlights , benches and that's all I couldabsorb at once.

After checking my oil, both crankcase and my belly, and finding full inone and none on the other, he smiled,patted my prop, closed the doors andleft. Surrounded by sudden silence,aloneness and darkness, my thoughtswere a maze of amazement. Mixedemotions tumbled end-over-end until Icouldn't tell happy from sad. Whywould a guy bring a 7-AC to a placelike this? And his buy-before-flyroutine was weird. Could I learn toLIKE living in a steel cocoon? Tootired to grapple any more, I let go andsank to sleep, knowing only one thing:My next few days were bound to bebewildering

VINTAGE AIRPLANE 7


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II P IR OF PARASOLS IIKermit Weeks acquires two between-the-wars

French monoplanes.Qy Norm Petersen

Morane Saulnier S 230.hroUghout the history of aviation,various planfonns of aircraft have beenemployed by the aircraft designers.Perhaps the biplane or even the triplaneis the easiest to identify . In like manner, perhaps the Rutan-designedcanard types are considered the verylatest design. However, the beauty and

grace of the high-wing parasol hasbeen a favorite of pilots for manyyears.In the warm, sunny climes ofMiami , Florida, the Weeks AirMuseum, owned by Kennit Weeks(EAA 52310), sports two rare parasolsthat are worthy of mention. These arethe Dewoitine D-26 and the MoraneSaulnier MS 230. Infonnation andphotos on these two parasols was o -lected by Kent McMakin (EAA 74379,le 708) and forwarded to EAA. For

this we are indebted to Kent, who isone of Kennit Weeks chief mechanicsand a master restorer in his own right.ewoltlne 0-26 Although most EAA folks associate

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the Weeks Air Museum with warbirdsf the World War II era, they do, infact, maintain quite a collection ofWorld War I aircraft, both original andeplica, along with a few of the scarceretween-the-wars types. Two of thelatter are the MS 230 and the 0-26.The Morane 230 was built in 93

in France as an elementary trainer forhe French military. A very ruggedachine , it is powered with a 250-hp,ine-cylinder, Salmson 9Ab radial enwhich is equipped with an air star

t is considerd a rare type as onlyhandful exist of the over 1,000 examalong withnumber produced after WorldThe famous French aerobatic and, Michel Oetroyat, used an230 to perform the first "outside

in France . In 1931, the firstaerobaticthe "Patrouille d'Etampes",

.This particular aircraft was used asback-up machine as the "latest Gerin the movie "The Blue" starring George Peppard . t is

in the French Navy colorsan aircraft as used in the MediterraPurchased by Kermit Weeks from

in England, the Moranerestored by Personal Plane Ser, High Wycombe , England.With its wide landing gear and rather230 displaysflying and landing characterisabsolutely no bounce.engine is quitepowerful, in spite of turnthe "wrong way" for an American.

of flying the airis learning to interpret the French

ruments - especially if you don t

In 1927, well-known French aircraftwas forcedclose his factory in France, due toof orders . He moved to Switzer

previous experience, he came upan interesting fighter, the 0-27.a 12-cylinder, 500engine and armeda single machine gun firing

A trainer version of the higher pow

ered 0-27 (designated the 0-26) wasthen developed combining the 0-27airframe with a license-built Wright9Qa (R-975) of 300 hp. Other than engines (and armament), both aircraftwere identical. The 0-26 saw servicewith the Swiss Air Force from 93 to1948 when the 0-26s were relegatedto the Swiss glider clubs for use astowplanes.This 0-26 was imported to the U.S .from England several years ago andwas acquired by Kermit Weeks in1987. t is a rare aircraft in that onlytwo other 0-26s and one 0-27 areknown to exist, all in Switzerland.While being restored in England, theauthenticity was reduced in that the

Wright 9Qa engine was replaced witha 300-hp Jacobs engine swinging aHamilton-Standard 2B20 propeller andenclosed in a former Cessna T-50"Bamboo Bomber" cowling . In addition to very marginal brakes operatedby a "Johnson Bar" (just when youneed brakes, you need a third hand ),the throttle operates backwards - youpull back to increase power Perhapsthis helps to explain why the previousowner flopped the 0-26 on its backwhile landing .

t is hoped that one day, an originalHispano-Suiza V -12 engine can be installed with all appopriate parts and fittings to convert the 0-26 to a fullfledged 0-27 fighter. Time will tell VINTAGE AIRPLANE 9


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C-AY ER CHRONICLESby ob Lumley

eading through the several issuesof our chapters' newsletters, I havebeen impressed with the variety of aviation subjects covered. On this occasion, I would like to highlight someactivities of our Chapter 10 of Tulsa,Oklahoma.Through their newsletter, edited byCharlie Harris, Chapter 10 is callingfor support of the Buffer Amendmentto 88-2. The chapter has encouragedmembers to personally write to theirCongressmen, and to do anything tobring to light the folly of the Veil Ruleof 88-2 and the zero tolerance conductof the FAA rule enforcement program .In addition to these urging paragraphs are accounts of involvement inlocal aviation community activities .Besides chapter news and announcements, the articles promote participation in nearby fly-ins. The activities ofall EAA and other aviation organizations also get publicized.Each month the newsletter goes outnot only to chapter members, but alsoto guests at past meetings and to thelocal news media. This serves as agreat communication tool as well as aneffective recruiting device. What results is a public awareness of privateand sport aviation as well as a positivelocal interest in community airports.Chapter lO's involvement with aviation began in 1979 when the group wasformed. Back then there were GeorgeGoodhead, Sam Hockett, Charlie Harris, Calvin Bass and Hurley Boehler3 AUGUST 1989

who started the whole thing . Currently30-40 attend meetings with peopledrawn from EAA Chapter 10 and EAAlAC Chapter 10. No doubt, a lucky 10hereSponsorship of the annual Tulsa FlyIn/Drive In at Tahlequah, Oklahoma isone of the chapter's major activities.The 32nd annual one scheduled forSeptember 23-24 is one of the oldestannual fly-ins in the country. Membersalso provide major support for the National Biplane Association Expositionin Bartlesville. After all, two of itsmembers, Mary Jones and CharlieHarris co-founded the ABA in 1986.Charlie credits much of the successof their fly -ins to the openness withwhich they are conducted and to thehospitality extended to the public . Forinstance several days before a Tulsafly-in, a "pre-event" is staged at theairport with invitations describing theevent sent to area news media.Through this coverage the public is invited to the fly-in which is treated as

an open event. Since many antique andclassic aircraft enthusiasts attend thesefly-ins, a special effort is placed ongetting antique car buffs to come.Chapter 10 members are equally active in aircraft restoration . BarneyPeterson is building a replica FokkerDVII, a project he painstakingly researched as far away as Belgium aswell as the Smithsonian National Airand Space Museum . As of May it wasapproximately 60-to-70 per cent completed . Bob Rogan just completed abeautiful restoration of a Spartan 7WExecutive . Bob's aircraft experiencegoes back to 1936 when he first wentto work for Spartan where he builtExecutives from 1937 to 1941.When was the last time you saw aRose Parakeet? Well , David Lambstarted one from a basket case, "TheIrish Rose ," and is well along towardcompletion of tw new 0-200-poweredRose Parakeets. Another member, BobWare has 80 percent done on a totalrebuild of a Swift involving completereskinning with flush riveting, a heavyreworking of wings and interior. Lookbehind you Roy LoPrestiOther aircraft owned by Chapter 10members range from a J-3 to a 1925Bird Biplane. Typical work done byits members is shown by the CulverCadet on the cover of the July, 1987issue of VINTAGE AIRPLANE.

No matter what your chapter 's size,a newsletter, long or short, is one ofthe best ways to pat your members onthe back.


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EM lC Chapter 10 members I to r) JerrySpringer, John Hudec and David Lambworking on the wing of a rare Rose Parakeet.

Bamey Peterson standing in front of hisshop with his Fokker DViI replica, scheduled to be finished early in 1991.

The Golden Age of Air Racing Pre 1940Vol. 1 No.21-14452) $14.95Vol. 2 No. 21-1445 1) $14.95

Include postage and handling$2.40 far anevalume- 3.65both valumes

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The egendary Pre warRacesThe days of heroes-names such as Doolittle, Turner; Wedell.Wittman, Chester; Howard-immortalized as the world'spremier race pilots during the 19305. It's all here Relivethese great events as they unfold in this incredible 6QO-page,two-volume series. Included are official race results 1927through 1939-more than 1000 photos and 3-view drawings that recapture the drama, excitementand glory ofair racing during the golden years. Never before suchcomplete, in-depth coverage. Printed on high-grade paperfor sharp, clear photo reproductions. Major credi t cardsaccepted-write or call1 800 843 3612.WI residents call 414-426-4800)

VINTAGE AIRPLANE 31
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by George Hardie Jr.

T his month's Mystery Plane appearsto be a powered glider, as basic an iairplane design one could ask for. Thephoto is from the EAA archives, dateand location unknown . Answers willbe published in the November, 1989issue of VINTAGE AIRPLANE.Deadline for that issue is September10, 1989.The Mystery Plane for May broughtsome interesting responses . Bill Madden of White Sands Missile Range,New Mexico writes:The information I have indicatesthat the plane is a Great Lakes 4T-l .Your photo is from factory archivesand was taken at the Cleveland Aeronautical Exposition. Another photo ofthe same di splay shows the number852 on the wing and the aircraft surrounded by no less than four small-tailGreat Lakes 2T-ls or lAs . The upperright comer of this second photo has adate that appears to be 4-25-29 . Poweris given as two 115-hp Cirrus Hermesengines which were supposedly laterreplaced by two 300-hp Wright J-6sDepending upon how one deciphers the notes I have , there is anindication that there might have beenthree of these built . Will be interestedto learn if anyone confirms this. Sincethe ship doesn t appear in Juptner' sbooks, I assume it was never type cer-tificated.

Dick Gates of Sheboygan, Wisconsin had a personal experience:The airplane is a Great Lakes andit is posed at the Cleveland Public Auditorium , as I recall . It was an aviationshow held at the same time as the 1929Air Races . As I recall, it was designedby James S. McDonnell , who in spiteof hi s good formal background, wasnot too swift as a designer. However, it must be said he was a goodpromoter and businessman in laterlife .Bill Ewerts of Sonoma, California,adds:Being an owner and collector ofGreat Lakes aircraft, I recognized yourentry as the brief and unsuccessfulGreat Lakes twin amphibian. I haveseveral Great Lakes factory photos including the one you printed. It was dis-

reatLakes4T1

played along with three model 2T-IAs(one was hanging) at what must havebeen an aviation show.Bob Mosher of Royal Oak, Michigan comments:I have a print of the same photowhich I acquired from Don Wigton .The plane was powered with Cirrus engines, later with Wright J-6-7Whirlwinds. As far as I know, theplane never flew . Don said a Mr.Meyers told him 'It couldn't taxi , letalong fly' . I t certainly loo s capable offlight , though .Other answers were received fromJohn C Nordt , III, M.D. of SouthMiami, Florida; Charley Hayes of ParkForest, Illinois; Herbert G. deBruyn ofBellevue, Washington; and H. GlennBuffington of EI Dorado, Arkansas .

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vintage airplane - aug 1989

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