vol. 32, no. 7 july 2004 - vintage aircraft...
TRANSCRIPT
VOL 32 No 7 JULY 2004
2 VAA NEWS
6 MYSTERY PLANE
8 MY FLIGHT IN AN AEROPLANE LUCERNE AUGUST 9 1912 Walter C Hill Sr
10 95TH ANNIVERSARY OF THE CHANNEL CROSSING SPECIAL CABLE TO THE WASHINGTON POST
1 1 11 CARLSONS THULIN-BUILT BLERIOT
A GRANDFATHERS INSPIRATION HG Frautschy
15 FLIGHT STORY - CONTINUED A GRANDFATHERS INSPIRATION Tom Matowitz
19 A BRIEF HISTORY OF STEARMAN AIRCRAFT COMPANY Alan Lopez
25 THE VINTAGE INSTRUCTOR INVULNERABILITYDoug Stewart
26 CALENDAR
27 PASS IT TO BUCK A STICKING VALVEBuck Hilbert
28 NEW MEMBERS
29 CLASSIFIED ADS
Publisher Editor-in-Chief Executive Editor News Editor Photography Staff Production Manager Advertising Sales
Advertising Editorial Assistant Copy Editing
TOM POBEREZNY scon SPANGLER MIKE DIFRISCO RIC REYNOLDS JIM KOEPNICK JULIE RUSSO LOY HICKMAN 913middot268-6646 ISABELLE WISKE COLLEEN WALSH KATHLEEN WITMAN
VINTAGE AIRPLANE
Executive Director Editor HENRY G FRAUTSCHY VAA Administrative Assistant THERESA BOOKS Contributing Editors BUDD DAVISSON
DOUG STEWART JOHN MILLER
Front Cover Restorer pilot Mikael Carlson of Sweden flies past in his
Thulin Type A BIEniot Xi The license-built Bleriot is powered by a 50 hp
Gnome Omega rotary engine Recovered from a barn in Sweden in
1986 the pioneer era airplane reminds us of the 95th Anniversary of
Bleriots flight across the English Channel on July 25 1909 VAA EAA
photo by HG Frautschy
Back Cover Fabric is the title of the Best in Show ribbon winner during
the 2004 Sport Aviation Art Competition Fabric was composed using
graphite pencils on cold-pressed illustration board It was based on a
photograph of an Aeronca Champ taken by the artist GD Provenza in
1959 while hanging around a county airport and dreaming of being a
pilot You can read GD at PO Box 271362 Fort Collins CO 80527 or
e-mail atjerryprovenzawmconnectcom
ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION
EAA AirVenture Opportunities
You will be reading this just beshyfore you take off to Oshkosh if you are going to EAA AirVenture 2004 This year of course will be special for me as it will be the last convention while I am still presishydent My term will expire after we have the election ratified at our annual membership meeting which will be held Monday Aushygust 2 at 930 am We will hold the meeting in the Type Club tent
If you are interested in attendshying we ask that you verify the meeting timeplace at the informashytion booth located in the Red Barn
Speaking of the Red Barn I would like to thank all of you that were able to send your support to the Friends of the Red Barn fund These funds are used directly to support and help improve your Vintage area of the convention grounds
The VAA maintenance crew headed up by your VAA Director Bob Brauer has spent a number of weekends in advance of the conshyvention working on our facilities in Oshkosh They will be working hard just a few days before the show to get everything up and running Then they step back and wait for something to break and they fix it
So many activities take place during the week that it is hard to talk about each one Literally hunshydreds of VAA volunteers contribute their time as they participate in the annual EAA convention Some of these include parking your airshycraft and seeing to the security of
your aircraft and personal propshyerty Volunteers also judge your aircraft and others More than SO
I would like
to thank all of
you that were
able to send
your support
to the Friends of
the Red Barn
percent of our volunteer forces are used to cover these activities
What is there to do in the vast VAA area during EAA AirVenture Oshkosh You can start out by joining some of your fellow memshybers at the Tall Pines Cafe for breakfast in the morning After that hop on a northbound tram and come to the VAA Red Barn and see what other activities might be going on that day Visit the VAA store and see what you might not be able to live without Outside the Red Barn the VAA has a tour tram that is free for those who
wish to ride around the VAA area to get an overview of the wide vashyriety of aircraft on display
You can buy a ticket to the VAA picnic which will be held at the Nature Center on Wednesday night Its always a great time
Just south of the Red Barn we have a metal-shaping tent where there will be a number of skills demonstrated One more tent to the south we have located the Type Club Headquarters a center of knowledge We invite various type clubs to set up an informashytion table so you can chat about your favorite airplane
There are plenty of different acshytivities and your best bet is to check in with the information counter located in the Red Barn If it seems like we do a lot during the week youre right but we couldnt do it without your help How can you contribute Why not stop by our volunteer center located just at the entrance to the VAA area and ask where help is needed Anna Osborn and her crew will be glad to pOint you in the right dishyrection
If you cannot make EAA AirVenshyture this year start planning for next year
Lets all pull in the same direcshytion for the good of aviation Remember we are better together Join us and have it all
VINTAGE AIRPLANE
5 Printed EAA AirVenture NOTAMs Available
The printed notice to airmen (NOTAM) for EAA AirVenture Oshkosh 2004 is now available from EAA Membership Services at 800-jOIN EAA (800-564-6322) The NOTAM describes arrival and deshyparture flight procedures in effect from july 24 through August 3 inshycluding procedures for the many types of aircraft that fly to Oshkosh for the event as well as aircraft that land at nearby airports NOTAM booklets are also available online through wwwairventureOIg
Breakfast and a Briefing The VAA Tall Pines Cafe will be in
operation again this year with an expanded schedule prior to convenshytion and fly-in style pancake breakfasts during EAA AirVenture Starting on Friday morning july 23 and continuing through Sunday july 25 the VAA Tall Pines Cafe will be open for breakfast lunch and dinner Starting Monday July 26 only breakfast will be served at the Tall Pines Cafe As we had last year an FAA Flight Service Station (FSS) trailer will be located near the cafe At the trailer which will be north of the VAA Tall Pines Cafe youll be able to check the weather for your flight and obtain a full briefing from FSS specialists without having to trek up to the FAA Building near the control tower Well see you there each morning for breakfast and a briefing
VAA Volunteer Opportunities Are you an ace pancake flipper
If youre not one yet we can help The VAA Tall Pines Cafe is looking for volunteers who can help proshyvide a hearty breakfast to all the hungry campers on the south end of Wittman Field If you could lend a hand for a morning or two wed appreciate it If thats not your cup of tea feel free to check with the VAA volunteer center located just
JULY 2004
to the northeast of the Red Barn The volunteers who operate the booth will be happy to tell you when your help is needed each day It doesnt matter if its just for a few hours or for a few days wed love to have your helping hands
Are You a Friend of the VAA Red Barn
If so be sure to check in at the information desk at the VAA Red Barn There we ll issue you a speshycial name badge We can also point out the location for the Ford TrishyMotor rides If you have any questions feel free to ask for Theresa Books the VAA adminisshytrative assistant If you need to reach her in advance of your arshyrival you can call her at EAA headquarters 920-426-6110
VAA Message Center If you would like to leave a messhy
sage for people you know who frequent the VAA Red Barn stop by the information desk You can write them a message in our notebook on a string and well post their name on the marker board so theyll know theres a message waitshying for them Sure cellular phones and walkie-talkies are great but sometimes nothing works better than a hand-scribbled note
VAA Picnic Tickets for the Wednesday july
28 annual VAA picnic held at the Nature Center will be available for sale at the VAA Red Barn Tickets must be purchased in advance so we know how much food to order Tickets will be on sale at the VAA Red Barn prior to the start of EAA AirVenture The delicious homeshycooked meal including both beef and chicken will be served after 530 pm Trams will begin leaving the VAA Red Barn around 5 pm and will make return trips after the picnic Type clubs may hold their annual banquets during the picnic
Call jeannie Hill (815-943-7205) and she will reserve seating so your type club can sit together
Shawano Fly-Out The annual fly-out to Shawano
is Saturday july 31 The sign-up sheet will be at the desk at the VAA Red Barn and the briefing will be at 7 am the morning of the flyshyout This year the meal will be provided at the Shawano airport so we wont need to leave the airshyfield Were hoping to have a good turnout this year to make up for the weather cancellation last year The community of Shawano is a big supporter of VAA and puts forth a lot of effort to sponsor this event It does a great job and we hope youll help us thank Shawano by joining us
VAA Red Barn Store The VAA Red Barn Store chockshy
full of VAA logo merchandise and other great gear will be open all week long Show your VAA memshybership card (or your receipt showing you joined VAA at th e convention) and youll receive a 10 percent discount
On Thursday july 29 from 7 pm to 9 pm there will be a speshycial VAA Members-Only Sale Bring your VAA card and youll receive an additional discount on specially priced merchandise See you there
CD Writer As more of us use digital phoshy
tography to capture our memories of special events were caught by one fact of life-those little Comshypact Flash or Smart Media cards dont always hold all the pictures wed like to take Were going to help you with this dilemma by ofshyfering to download your images and burn them to a compact disc (CD) all for a nominal fee Bring your digital camera to the VAA Red Barn and see how easy it is to sashyvor your stay in Oshkosh
2
Theater In The
West Side shy WoodsVAA AirVenture ~ Vintage Aircraft ~ VAA AntiqueCamping AREAParkingArea Map GENERAL
LAYOUT
To h mmb who fly 0 ~ Red Barnunderstand the layout of the con- Type Club VAA Special vention area administered by the Parking () Showplane Camper o Display Area VAA weve prepared this simpli- ~_ Starts at Hangar DRegistration
---- Row 74 Cafefied map As yo u can see _______ _ - -_________________ -- camping starts at Row 74 on the
- parked along roadeast side of the main and in rows 60 amp 61
north south road (Wi ttm an Ro ad) wi th the a reas to the north of that line set up to han- VAA dle display-only vintage aircraft Large Special DInterest That s why you may see open arshy
Comm CenterAircrafteas as yo u taxi south to your Antiques
camping location Once you arrive you ll need
to register your aircraft and or campsite In add ition to roving
Row 78 Rows 60 Row SOregistration vehicles there is amp 61=-- EAST SIDE Antiqueone main aircraft registration ---- PointVAA CAMPING AND PARKING _____-------1__________ ---_---___
building located just south of STARTS HERE
th e Red Barn (see map ) Th e CONTIN UES TO ROW 150 EAA conve nt ion cam pgrounds both on the air side and in Camp If you want your aircraft to be judged by VAA volunteer judges you need to be a current Scho ller are private campshy Vintage Aircraft Association member VAA contri butes a significant portion of the costs reshygrounds and are not open to lated to the EAA awards that are presented to the award winners Another immediate benefit non-EAA members Each campshy of VAA membership is your free VAA AirVenture Oshkosh 2004 Partic ipant Pl aque which you site must be registered by a can pick up in the rear of the Red Barn EAA and VAA memberships are avai lab le at both Airshycurrent EAA member craft Registration and at the Membership booth located northeast of the Red Barn
o VAA Past Grand Champions
VAA PARKING -No Camping
Operations Shack
Row 62 through Row 77
Other EAA AirVenture VAA Highlights
Tonys Red Carpet Express will be coordinated through the VAA Red Barn To schedule your transportation needs simply contact us at the desk
VAA Red Barn headquarters is also the VAA media headquarters If you have any questions concerning speshycial displays or events ask at the desk
The DTN weather system will be available throughout the day
For pilots who register their airshycraft yo ur complimentary VAA participation plaque and mug will be distributed at the VAA Red Barn
The new computer system that alshylows us to distribute the plaques and mugs more efficiently also affords us a convenient method of locating members who have registered with us durin g EAA AirVenture So if yo u need to find someone chances are we can help you do so in record time
The VAA Red Barn is also the VAA Hosp ita lity-Information Cen ter
Please stop in to say h ell o enjoy a cup of coffee or a lemonade and set a spell on t he porch We look forshyward to seeing all of you and value your input Let us know how we can make your convention stay more pleasant and enjoyable
Other Things You ll Find Near the VAA Red Barn
bull Membership amp Chapter bull Information Booth bull Volunteer Booth bull Metal-Shaping Tent bull Type Club Tent
Designated Smoking Areas Near Flightline
Smoking on the fli ghtline at EAA AirVenture is prohibited because its a ha za rd to a ll aircraft O n e o f the most persistent complaints among our volunteers is dealing with smokshyers who unthinking smoke around aircraft said Operation POP Chairshyperson Noel Marshall To alleviate
thi s Operation Protect Our Planes (POP) has created several designated smoking areas with butt cans along the flightline but away from aircraft and refueling operations
Designated smoking areas will be south of the ultralight runway near the Hangar Cafe near the Warbird area (northeast corner of Audrey Lane and Eide Avenue) the Wearhouse flag pole area the shade pavilion north of the control tower and near the Ultrashylight Barn Locations will be indicated on EAAs free convention ground map The admission wristband will also instruct visitors that smoking is allowed only in des ignated smoking areas
Red Barn Contributors Our thanks to each of you who
have contributed to the VAA Friends of the Red Barn 2004 camshypaign We l l have the list of contributors in next month s edishytion of Vintage Aiplane
VINTAGE AIRPLANE 3
Thoughts on Proper Aircraft Restraint GENE MORRIS VAA DIRECTOR EAA AIRVENTURE]UDGE
How badly would you feel if your airplane were to serishyously injure or kill someone I dare say that any VAA memshy
ber would be beyond consolable I know I would be
Yet by not properly tying down an airplane while attending a fly-in the poshytential exists for a seemingly benign airplane to become uncontrollably airshyborne in the teeth of a thunderstorms gales Flipping an airplane over happens every year and it has happened at the EAA Convention Back in the early 1980s a few airplane owners had to come up with another way home after their airplanes were totaled when blown over during a thunderstorm that pounded Wittman Field
Its bad enough during a fly-in when camping gear or lawn chairs are blown about but an airplane being blown over or tumbling over and over can be lethal Unless were all careful about properly tying the airplane down it can happen again with tragic consequences Unforshytunately there are some folks who believe that any tied own will do The fact is theyre living in a fantasy world Because of the false sense of security they can create some tiedowns are alshymost as bad as none
Which brings us to the real purpose of this piece of tie down wisdom I say wisshydom because Ive been around these toys of ours for 62 plus years Five of those have been aloft and still counting
Much has been written about tying down airplanes some of it good and some of it not so good A few years ago there was even a short article in one of our monthly magazines (not Vintage Airshyplane) complete with pictures of the latest and greatest find in tiedowns that someone had just discovered The writer was so proud of finding a set of pretty screw-in doggie ring tiedowns The fact is theyre junk Doggie ring tiedowns are a menace to the well being
JULY 2004
of any airplane and to the airplanes and people surrounding them
I know these tiedowns are inexpenshysive and sometimes even easy to put in the ground but just take a look at what is holding your airplane down The little ring that fastens to the stake is put on with a 18-inch rivet Some have anshyother clamp or crimping arrangement that isn t any better Ask yourself Would you fly your airplane with a 18shyinch rivet holding the wing strut on
The other problem with any type of screw-in anchor is that the very act of screwing them into the ground disshyturbs the soil that is supposed to hold the tiedown in place Simply put there isnt anything good about these types of tiedowns
Heres my confession I used to use these screw in type tiedowns But after seeing what happened to an Aeronca Champ during the EAA Convention in 1993 I made some tests
First I tied the rope to the top trianshygle and applied some force (an amount that was far less than the force generated by a single wing in a 50-60 mph wind) It failed by straightening out enough for the rope to slide off The screw anchors were placed outboard enough or they would have unscrewed or pulled right out of the ground Figuring Id found the major flaw in the tiedown I welded the triangle so that it would not open up BOY was I wrong
My next tests were made with the trishyangle welded together I then made a fulcrum with a long beam and had a rope on one end fastened to the tiedown below In just three short seconds it only took 400 foot-pounds for it to unshyscrew right out of the ground
Over the years I have seen a lot of things happen and I remember many as if they happened just yesterday My first visit to our municipal airport was when I was about 11 years old A buddy of mine and I rode our bicycles out to what is
now the downtown airport at Springshyfield Missouri (SGF) It was a very pretty day and we made our way into the hangar and explored all of the beautiful airplanes We knew almost all of them from making models and reading magashyzines Three years later I was a regular around the place and was hired on as a line boy There were many airplanes tied down for there was only one large hangar on the city side of the airport
One day around 1944 we had a mishycroburst hit the airport Back then they didnt call it that but in retrospect thats exactly what happened All we knew was that a huge thunderstorm was coming out of the southwest and it blew like crazy Ted Burris a fellow line boy was out by the gas pit holding down a Stinson 105 all by himself How he did it I really dont know but he did it Just a few yards away out in front of the hangar was a loosely tied-down Travelair 4000 and it was flying about six inches off the ground pretty as you please To the right of the Travelair was aJ-3 cub doing the same thing except that the stick was tied back The main wheels were off the ground I saw the enshytire episode unfold in front of my eyes
Then all of a sudden that little Cub went flying up and over the airplane beshyhind it and then across Division Street landing upside down while going backshyward When the storm abated there was not a straight piece of anything left on that Cub The airplane was so damaged it was almost impossible to disassemble We used a hacksaw in some places
Behind the hangar we had a row of Taylorcraft L-2s tied down and they were all sitting there nice as you please with their tails about two feet off the ground The main wheels were not moving Tayshylorcraft had a very good thing with the L-2 It was a small retractable control lock that was spring loaded to store itself up under the instrument panel When you parked the airplane you pulled the little control lock down and it fit over
4
the top of the stick which both locked the ailerons and held the stick forward After seeing those L-2s ride out the storm I have always tied my stick forshyward It isnt always easy but for a ship with tandem seating you tie the rear stick with the front seat belt On a Cessna 140 Chief etc I have tied a small soft rope around one control wheel and then around the throttle and over to the right control wheel That way the ailerons and elevators are held fast A rudder lock would be a good idea too Heres an example why
Some years ago our C-140A was tied outside and a gale had been blowing for a day or two out of the west right up the tail of that little 140 You will not believe this The rudder had been pushed to the right so hard and for so long that the litshytle gap seal fairing on the leading edge of the rudder had come out and lodged on the outside of the fin Thats when I fabricated a rudder lock Its a good thing we found that on the walk around for the next flight huh
Being into wind stories I have anshyother or so to qualify my creditability In 1946 after most operators had moved to the new airport at SGF I still worked for the city as a line boy One bright summer afternoon the two large hangars both had their doors wide open and there were Cubs and Champs sitting outside untied A fast growing cumulus cloud sat just off the east side of the field and it was moving west a bad sign
All of a sudden it was obvious that something was about to happen I was up by the gas pit near the terminal and quickly picked up on the action going on around the hangars People were scurryshying around moving some airplanes into the hangars and tying the others down Then as I watched one of Roscoe Prescotts Aeronca Champs facing north was attacked by the gust front When that east wind hit it it weather-vaned into the wind and began rolling and bouncing backwards across the airport That was beshyfore full swivelsteerable tail wheels and when that wheel would come down and hit the ground the rudder would jerk vioshylently to the side and then the tail would bounce up again I jumped into our big Ford dump truck and gave chase By the time I got close the little Champ was alshy
most out to the runway I jumped out and grabbed the prop
and with some sort of super strength that I do not understand to this day I put my feet up on the cow lin g and pulled that little bulldog down to the ground I held it until help arrived and we pushed it into the hangar I received a grateful thank you from Roscoe which was appreciated but I sure could have used a little stick time in the Champ While all this was going on a BT-13 without an engine rolled straight backward clear across the runway and into a ditch
If you will notice all of my wind stoshyries are of conventional gear airplanes It is just natural for an airplane facing into the wind to want to fly A light empty Cub is a prime example Now if the stick is tied forward the tail will come up and unloadl the wing which is exac tly what we would want Nosewheel airshyplanes will sit pretty tamely unless theyre on a slope where the wing would be at a higher angle of attack
Back in the 1940s the stakes we used were just old automobile rear axles driven into the ground at an angle with the differential gear on top They were heavy and then of course the sledge went along too
Today there are so many really nice well-engineered tiedowns on the market Most use three stakes driven into the ground at different angles That type of setup gives very good protection Good heavy stakes placed outboard of the wing attach pOint will probably hold your airshyplane down in most cases Be sure not to put them directly straight down they will pull right out of the ground
Finally one more horror story A while back I heard about the damage that tying down with chains can do to your airplane If the chains are attached to a fixed secure anchor and if there is the slightest looseness in the chain the airplane will sit and rock in the wind banging up and down against the airshycraft structure The chains have no shock absorption capability and the constant yanking of the chain tided down to a fixed point on the ground can actually ruin the spar or what ever its attached to If you should ever have to use chains make sure that they are very very tight
Many times you will find chains placed along a cable on the ramp that has slack built right in That might help but I still dont li ke chains
When you go to a fly-in take a look around at the airplanes parked near yours to see how they are tied down Share any tips you might have with the other owners You may have your airshyplane secured perfectly but if those upwind are not the airplane you save may be your own
During AirVenture 2003 I spent four early mornings observing all the aircraft tied down in the Vintage area I found that out of 496 aircraft 164 were in my opinion and I photographed them not tied securely Of those 164 24 were tied directly to and only to the little dogshygie ring It might hold your dachshund but not a big dog and definitely not a light plane Disappointingly eight airshyplanes were not tied at all
In conclusion and with many in agreement with me we must number one outlaw the doggie stakes Im always disappointed to find there are vendors who sell that type of tiedown right at AirVenture
I also believe that fly-in announceshyments postings etc should include tiedown requirements and they too should clearly state that doggie stake tiedowns are not acceptable Even the trio of reinforcing rods driven into the ground will perform better in a strong wind than the doggie ring tiedowns
For more information on better tiedown methods visit EAAs AirVenture website at
httpwwwaiventureorg2004Ifyingt ying downhtml and the FAA advisory Circular AC 20-3SC Tiedown SenseI You can also visit the VAA website for an article on constructing a set of tiedowns From the VAA home page at wwwvinshytageaircrattorg click on the bar heading PublicationsI You ll see a tab for Inshyformational Articles click on it and you can naVigate to a listing that inshycludes the article published in the June 2003 issue of Vintage Airplane For a limshyited time a direct link to that article will be shown on the VAA home page
This past year another great tiedown construction article was published on page 110 in the April 2004 issue of EAA Sport Aviation Building a Better Tiedown by Stanley Mann shows you how to conshystruct a variation of the tiedown article published in Vintage Airplane
VINTAGE AIRPLANE 5
BY H G FRAUTSCHY
APRILS MYSTERY ANSWER
Our April Mystery Plane was a favorite of a few of you who wrote in It was the first Navy fighter From the many letters we received heres a sample letter from a longtime member
Glad to see the TS-1 (Curtiss or NAF) as this months Mystery Plane its one of my favorites Like the Ryan M-1 it had a limited production but has its own niche in history as one of the first carrier-based aircraft Ive heard it said that it was the first plane designed from scratch for the purpose of flying from an aircraft carrier Im sure youll get some more informative replies but I might be able to add some I serishyollsly considered building a replica TS-1 after the Ryan maybe some day I still will but in any event I found out through the NASM that the National Archives in College Park Mmyland have drawings of the TS-1 I went there filled out the forms was given white cotton gloves to wear and was allowed to examine original TS-1 drawings Not copies but original linen drawings from 1926 There were
some drawings missing but they were reorganizing and said that there might be more drawings that had not been catashylogued yet There was certainly enough to build from Getting copies was a complicated process but the TS-1 was also feashytured in Skyways magazine several years ago including drawings made from the ones in the National Archives
One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled someshything likePigeon Compartment apparently for the carrier pigeons that the designers thought that all naval aviators would carry with them
The onLy sunivor is ofcourse at the National Museum of Naval Aviation at Pensacola a TS-2 modified to TS-1 conshyfiguration (It was on loan from the NASM and while unable to confirm its new location Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles -HGF) Also TS stood for Turret Shipboard from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships
Andrew King
Don Harris Cherry Hill New Jersey had an explanashytion regarding the markings on our Mystery Plane
At one time TS-1s sported a diving bird logo at the front of the fuselage When it was shown that the logo infringed on one used by a commercial chocolate company its use was discontinued which maybe can explain the bLackened circle on the plane in your magazine
Other answers were received from Orval Fairbairn Daytona Beach Florida William Mette Campbell California Michael McCormick Houston Texas Thomas Lymburn Princeton Minnesota Jim Stubner Mercer Island Washington Clarence Hesser St Augustine Florida Richard Ormsby Phoenix Arizona Charles F Schultz Louisville Kentucky Wayne Muxlow Minneapolis Minnesota Wayne Van Valkenburgh Jasper Georgia and Russ Brown Lyndhurst Ohio
A good source for more information on the TS-1 is Curtiss Aircraft 1907-1947 by Peter Bowers
THIS MONTH S MYSTERY PLANE COMES TO US FROM THE ARCHIVES OF THE
EAA BOEING AERONAUTICAL LIBRARY SEND YOUR ANSWER TO EAA VINTAGE AIRPLANE
PO Box 3086 OSHKOSH WI 54903-3086 YOUR
ANSWER NEEDS TO BE IN NO LATER THAN SEPTEMBER
10 2004 FOR INCLUSION IN THE OCTOBER 2004 ISshy
SUE OF Vintage Airplane You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL
DON T FORGET WEVE GOT A NEW E-MAIL ADDRESS
FOR YOU TO USE WHEN SENDING IN YOUR RESPONSE
SEND YO UR ANSWER TO mysteryplaneeaaorg BE
SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS
(ESPECIALLY YOUR CITY AND STATE) IN THE BODY
OF YOUR NOTE AND PUT ( MONTH) MYSTERY PLANE
IN THE SUBJECT LINE
JULY 2004 6
My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
Charles Fligel Butte MT Margaret Denmark Raleigh NC David F Durham Mooresville NC Donald Harvey Concord NC Matthew King Willard NC John W Miller Raeford NC Clarence D Hergert Scottsbluff NE Dr Jack Shuler Londonderry NH John A Zanchi Jr Wolfeboro NH Eugene Bunt Keyport NJ Paul Duffy Woodbury NJ David Vasenden Reno NV ] B Allred Skaneateles NY David Brennan Craryville NY Neil 1 Loveless Fair Haven NY Kurt Lozier Ballston Lake NY Joseph Walker Lancaster NY Konrad K Balunek Avon OH Steve Dalpra Sylvania OH Kenneth R Hagen Lewis Center OH James 1 Wilson Galena OH Charles Baker Grove OK Jeremy Harris Sandy OR John B Bendig Waterford PA William Peblenik Erwinna PA Jaime Maya Sabana Grande PR James Phillip Terry Cumerland RI Lewis Myers Pelzer SC Charlie Sidenstricker Mt Pleasant SC Shope Z Conley Maryville TN Tom Roush Tallassee TN Paul Blanton Austin TX John Cyrier Lockhart TX Gene Di Fonso Arlington TX Robert Ewing Jasper TX Richard] Filip FayetteVille TX Robert Kraft Fort Worth TX Johnnie Smith Montgomery TX Richard P Wingfield McKinney TX Joe Allman Blackstone VA Nolen Dean Harrisonburg VA Michael Henderson Fairfax VA Greg Llafet Arlington VA John Magyar Lorton VA Mike Martin Martinsville VA Peter Schare Barboursville VA Andrew G Shorter Woodbridge VA Richard Sloop Leesburg VA Bryon R Stewart Warrenton VA Pieter F Wielinga Hayes VA Walter F Schwarz Brattleboro VT Roland W Smith MD Bennington VT Mynders R Woodruff Waitsfield VT Charles 1 Zue Vershire VT Eric Gourley Eastsound WA Jim Lang Buckley WA Mike Lavelle Issaquah WA Roy E Palmer Mercer Island WA Daniel N Pearson Brewster WA Eric C Taylor Port Townsend WA Jeff Whitlatch Redmond WA Edward O Brannon Racine WI John Cutting Belgium WI Earl E Janikowsky Milwaukee WI William D Lothman Greendale WI John] Lumley Eagle River WI MaDonna 1 McMahan Wausau WI Charles Stephenson Plover WI Lawrence H Hawkins Parkersburg WV Lawrence Stahl Petersburg WV James Thrush Burlington WV
A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
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VINTAGE AIRPLANE 29
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~ TNE JOURNAL OF
TN E EARLY AEROPLANE
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AERO CLASSIC COLLECTOR SERIES
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First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
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VINTAGE AIRPLANE 31
Jerry Coates Goodyear Al
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ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION
EAA AirVenture Opportunities
You will be reading this just beshyfore you take off to Oshkosh if you are going to EAA AirVenture 2004 This year of course will be special for me as it will be the last convention while I am still presishydent My term will expire after we have the election ratified at our annual membership meeting which will be held Monday Aushygust 2 at 930 am We will hold the meeting in the Type Club tent
If you are interested in attendshying we ask that you verify the meeting timeplace at the informashytion booth located in the Red Barn
Speaking of the Red Barn I would like to thank all of you that were able to send your support to the Friends of the Red Barn fund These funds are used directly to support and help improve your Vintage area of the convention grounds
The VAA maintenance crew headed up by your VAA Director Bob Brauer has spent a number of weekends in advance of the conshyvention working on our facilities in Oshkosh They will be working hard just a few days before the show to get everything up and running Then they step back and wait for something to break and they fix it
So many activities take place during the week that it is hard to talk about each one Literally hunshydreds of VAA volunteers contribute their time as they participate in the annual EAA convention Some of these include parking your airshycraft and seeing to the security of
your aircraft and personal propshyerty Volunteers also judge your aircraft and others More than SO
I would like
to thank all of
you that were
able to send
your support
to the Friends of
the Red Barn
percent of our volunteer forces are used to cover these activities
What is there to do in the vast VAA area during EAA AirVenture Oshkosh You can start out by joining some of your fellow memshybers at the Tall Pines Cafe for breakfast in the morning After that hop on a northbound tram and come to the VAA Red Barn and see what other activities might be going on that day Visit the VAA store and see what you might not be able to live without Outside the Red Barn the VAA has a tour tram that is free for those who
wish to ride around the VAA area to get an overview of the wide vashyriety of aircraft on display
You can buy a ticket to the VAA picnic which will be held at the Nature Center on Wednesday night Its always a great time
Just south of the Red Barn we have a metal-shaping tent where there will be a number of skills demonstrated One more tent to the south we have located the Type Club Headquarters a center of knowledge We invite various type clubs to set up an informashytion table so you can chat about your favorite airplane
There are plenty of different acshytivities and your best bet is to check in with the information counter located in the Red Barn If it seems like we do a lot during the week youre right but we couldnt do it without your help How can you contribute Why not stop by our volunteer center located just at the entrance to the VAA area and ask where help is needed Anna Osborn and her crew will be glad to pOint you in the right dishyrection
If you cannot make EAA AirVenshyture this year start planning for next year
Lets all pull in the same direcshytion for the good of aviation Remember we are better together Join us and have it all
VINTAGE AIRPLANE
5 Printed EAA AirVenture NOTAMs Available
The printed notice to airmen (NOTAM) for EAA AirVenture Oshkosh 2004 is now available from EAA Membership Services at 800-jOIN EAA (800-564-6322) The NOTAM describes arrival and deshyparture flight procedures in effect from july 24 through August 3 inshycluding procedures for the many types of aircraft that fly to Oshkosh for the event as well as aircraft that land at nearby airports NOTAM booklets are also available online through wwwairventureOIg
Breakfast and a Briefing The VAA Tall Pines Cafe will be in
operation again this year with an expanded schedule prior to convenshytion and fly-in style pancake breakfasts during EAA AirVenture Starting on Friday morning july 23 and continuing through Sunday july 25 the VAA Tall Pines Cafe will be open for breakfast lunch and dinner Starting Monday July 26 only breakfast will be served at the Tall Pines Cafe As we had last year an FAA Flight Service Station (FSS) trailer will be located near the cafe At the trailer which will be north of the VAA Tall Pines Cafe youll be able to check the weather for your flight and obtain a full briefing from FSS specialists without having to trek up to the FAA Building near the control tower Well see you there each morning for breakfast and a briefing
VAA Volunteer Opportunities Are you an ace pancake flipper
If youre not one yet we can help The VAA Tall Pines Cafe is looking for volunteers who can help proshyvide a hearty breakfast to all the hungry campers on the south end of Wittman Field If you could lend a hand for a morning or two wed appreciate it If thats not your cup of tea feel free to check with the VAA volunteer center located just
JULY 2004
to the northeast of the Red Barn The volunteers who operate the booth will be happy to tell you when your help is needed each day It doesnt matter if its just for a few hours or for a few days wed love to have your helping hands
Are You a Friend of the VAA Red Barn
If so be sure to check in at the information desk at the VAA Red Barn There we ll issue you a speshycial name badge We can also point out the location for the Ford TrishyMotor rides If you have any questions feel free to ask for Theresa Books the VAA adminisshytrative assistant If you need to reach her in advance of your arshyrival you can call her at EAA headquarters 920-426-6110
VAA Message Center If you would like to leave a messhy
sage for people you know who frequent the VAA Red Barn stop by the information desk You can write them a message in our notebook on a string and well post their name on the marker board so theyll know theres a message waitshying for them Sure cellular phones and walkie-talkies are great but sometimes nothing works better than a hand-scribbled note
VAA Picnic Tickets for the Wednesday july
28 annual VAA picnic held at the Nature Center will be available for sale at the VAA Red Barn Tickets must be purchased in advance so we know how much food to order Tickets will be on sale at the VAA Red Barn prior to the start of EAA AirVenture The delicious homeshycooked meal including both beef and chicken will be served after 530 pm Trams will begin leaving the VAA Red Barn around 5 pm and will make return trips after the picnic Type clubs may hold their annual banquets during the picnic
Call jeannie Hill (815-943-7205) and she will reserve seating so your type club can sit together
Shawano Fly-Out The annual fly-out to Shawano
is Saturday july 31 The sign-up sheet will be at the desk at the VAA Red Barn and the briefing will be at 7 am the morning of the flyshyout This year the meal will be provided at the Shawano airport so we wont need to leave the airshyfield Were hoping to have a good turnout this year to make up for the weather cancellation last year The community of Shawano is a big supporter of VAA and puts forth a lot of effort to sponsor this event It does a great job and we hope youll help us thank Shawano by joining us
VAA Red Barn Store The VAA Red Barn Store chockshy
full of VAA logo merchandise and other great gear will be open all week long Show your VAA memshybership card (or your receipt showing you joined VAA at th e convention) and youll receive a 10 percent discount
On Thursday july 29 from 7 pm to 9 pm there will be a speshycial VAA Members-Only Sale Bring your VAA card and youll receive an additional discount on specially priced merchandise See you there
CD Writer As more of us use digital phoshy
tography to capture our memories of special events were caught by one fact of life-those little Comshypact Flash or Smart Media cards dont always hold all the pictures wed like to take Were going to help you with this dilemma by ofshyfering to download your images and burn them to a compact disc (CD) all for a nominal fee Bring your digital camera to the VAA Red Barn and see how easy it is to sashyvor your stay in Oshkosh
2
Theater In The
West Side shy WoodsVAA AirVenture ~ Vintage Aircraft ~ VAA AntiqueCamping AREAParkingArea Map GENERAL
LAYOUT
To h mmb who fly 0 ~ Red Barnunderstand the layout of the con- Type Club VAA Special vention area administered by the Parking () Showplane Camper o Display Area VAA weve prepared this simpli- ~_ Starts at Hangar DRegistration
---- Row 74 Cafefied map As yo u can see _______ _ - -_________________ -- camping starts at Row 74 on the
- parked along roadeast side of the main and in rows 60 amp 61
north south road (Wi ttm an Ro ad) wi th the a reas to the north of that line set up to han- VAA dle display-only vintage aircraft Large Special DInterest That s why you may see open arshy
Comm CenterAircrafteas as yo u taxi south to your Antiques
camping location Once you arrive you ll need
to register your aircraft and or campsite In add ition to roving
Row 78 Rows 60 Row SOregistration vehicles there is amp 61=-- EAST SIDE Antiqueone main aircraft registration ---- PointVAA CAMPING AND PARKING _____-------1__________ ---_---___
building located just south of STARTS HERE
th e Red Barn (see map ) Th e CONTIN UES TO ROW 150 EAA conve nt ion cam pgrounds both on the air side and in Camp If you want your aircraft to be judged by VAA volunteer judges you need to be a current Scho ller are private campshy Vintage Aircraft Association member VAA contri butes a significant portion of the costs reshygrounds and are not open to lated to the EAA awards that are presented to the award winners Another immediate benefit non-EAA members Each campshy of VAA membership is your free VAA AirVenture Oshkosh 2004 Partic ipant Pl aque which you site must be registered by a can pick up in the rear of the Red Barn EAA and VAA memberships are avai lab le at both Airshycurrent EAA member craft Registration and at the Membership booth located northeast of the Red Barn
o VAA Past Grand Champions
VAA PARKING -No Camping
Operations Shack
Row 62 through Row 77
Other EAA AirVenture VAA Highlights
Tonys Red Carpet Express will be coordinated through the VAA Red Barn To schedule your transportation needs simply contact us at the desk
VAA Red Barn headquarters is also the VAA media headquarters If you have any questions concerning speshycial displays or events ask at the desk
The DTN weather system will be available throughout the day
For pilots who register their airshycraft yo ur complimentary VAA participation plaque and mug will be distributed at the VAA Red Barn
The new computer system that alshylows us to distribute the plaques and mugs more efficiently also affords us a convenient method of locating members who have registered with us durin g EAA AirVenture So if yo u need to find someone chances are we can help you do so in record time
The VAA Red Barn is also the VAA Hosp ita lity-Information Cen ter
Please stop in to say h ell o enjoy a cup of coffee or a lemonade and set a spell on t he porch We look forshyward to seeing all of you and value your input Let us know how we can make your convention stay more pleasant and enjoyable
Other Things You ll Find Near the VAA Red Barn
bull Membership amp Chapter bull Information Booth bull Volunteer Booth bull Metal-Shaping Tent bull Type Club Tent
Designated Smoking Areas Near Flightline
Smoking on the fli ghtline at EAA AirVenture is prohibited because its a ha za rd to a ll aircraft O n e o f the most persistent complaints among our volunteers is dealing with smokshyers who unthinking smoke around aircraft said Operation POP Chairshyperson Noel Marshall To alleviate
thi s Operation Protect Our Planes (POP) has created several designated smoking areas with butt cans along the flightline but away from aircraft and refueling operations
Designated smoking areas will be south of the ultralight runway near the Hangar Cafe near the Warbird area (northeast corner of Audrey Lane and Eide Avenue) the Wearhouse flag pole area the shade pavilion north of the control tower and near the Ultrashylight Barn Locations will be indicated on EAAs free convention ground map The admission wristband will also instruct visitors that smoking is allowed only in des ignated smoking areas
Red Barn Contributors Our thanks to each of you who
have contributed to the VAA Friends of the Red Barn 2004 camshypaign We l l have the list of contributors in next month s edishytion of Vintage Aiplane
VINTAGE AIRPLANE 3
Thoughts on Proper Aircraft Restraint GENE MORRIS VAA DIRECTOR EAA AIRVENTURE]UDGE
How badly would you feel if your airplane were to serishyously injure or kill someone I dare say that any VAA memshy
ber would be beyond consolable I know I would be
Yet by not properly tying down an airplane while attending a fly-in the poshytential exists for a seemingly benign airplane to become uncontrollably airshyborne in the teeth of a thunderstorms gales Flipping an airplane over happens every year and it has happened at the EAA Convention Back in the early 1980s a few airplane owners had to come up with another way home after their airplanes were totaled when blown over during a thunderstorm that pounded Wittman Field
Its bad enough during a fly-in when camping gear or lawn chairs are blown about but an airplane being blown over or tumbling over and over can be lethal Unless were all careful about properly tying the airplane down it can happen again with tragic consequences Unforshytunately there are some folks who believe that any tied own will do The fact is theyre living in a fantasy world Because of the false sense of security they can create some tiedowns are alshymost as bad as none
Which brings us to the real purpose of this piece of tie down wisdom I say wisshydom because Ive been around these toys of ours for 62 plus years Five of those have been aloft and still counting
Much has been written about tying down airplanes some of it good and some of it not so good A few years ago there was even a short article in one of our monthly magazines (not Vintage Airshyplane) complete with pictures of the latest and greatest find in tiedowns that someone had just discovered The writer was so proud of finding a set of pretty screw-in doggie ring tiedowns The fact is theyre junk Doggie ring tiedowns are a menace to the well being
JULY 2004
of any airplane and to the airplanes and people surrounding them
I know these tiedowns are inexpenshysive and sometimes even easy to put in the ground but just take a look at what is holding your airplane down The little ring that fastens to the stake is put on with a 18-inch rivet Some have anshyother clamp or crimping arrangement that isn t any better Ask yourself Would you fly your airplane with a 18shyinch rivet holding the wing strut on
The other problem with any type of screw-in anchor is that the very act of screwing them into the ground disshyturbs the soil that is supposed to hold the tiedown in place Simply put there isnt anything good about these types of tiedowns
Heres my confession I used to use these screw in type tiedowns But after seeing what happened to an Aeronca Champ during the EAA Convention in 1993 I made some tests
First I tied the rope to the top trianshygle and applied some force (an amount that was far less than the force generated by a single wing in a 50-60 mph wind) It failed by straightening out enough for the rope to slide off The screw anchors were placed outboard enough or they would have unscrewed or pulled right out of the ground Figuring Id found the major flaw in the tiedown I welded the triangle so that it would not open up BOY was I wrong
My next tests were made with the trishyangle welded together I then made a fulcrum with a long beam and had a rope on one end fastened to the tiedown below In just three short seconds it only took 400 foot-pounds for it to unshyscrew right out of the ground
Over the years I have seen a lot of things happen and I remember many as if they happened just yesterday My first visit to our municipal airport was when I was about 11 years old A buddy of mine and I rode our bicycles out to what is
now the downtown airport at Springshyfield Missouri (SGF) It was a very pretty day and we made our way into the hangar and explored all of the beautiful airplanes We knew almost all of them from making models and reading magashyzines Three years later I was a regular around the place and was hired on as a line boy There were many airplanes tied down for there was only one large hangar on the city side of the airport
One day around 1944 we had a mishycroburst hit the airport Back then they didnt call it that but in retrospect thats exactly what happened All we knew was that a huge thunderstorm was coming out of the southwest and it blew like crazy Ted Burris a fellow line boy was out by the gas pit holding down a Stinson 105 all by himself How he did it I really dont know but he did it Just a few yards away out in front of the hangar was a loosely tied-down Travelair 4000 and it was flying about six inches off the ground pretty as you please To the right of the Travelair was aJ-3 cub doing the same thing except that the stick was tied back The main wheels were off the ground I saw the enshytire episode unfold in front of my eyes
Then all of a sudden that little Cub went flying up and over the airplane beshyhind it and then across Division Street landing upside down while going backshyward When the storm abated there was not a straight piece of anything left on that Cub The airplane was so damaged it was almost impossible to disassemble We used a hacksaw in some places
Behind the hangar we had a row of Taylorcraft L-2s tied down and they were all sitting there nice as you please with their tails about two feet off the ground The main wheels were not moving Tayshylorcraft had a very good thing with the L-2 It was a small retractable control lock that was spring loaded to store itself up under the instrument panel When you parked the airplane you pulled the little control lock down and it fit over
4
the top of the stick which both locked the ailerons and held the stick forward After seeing those L-2s ride out the storm I have always tied my stick forshyward It isnt always easy but for a ship with tandem seating you tie the rear stick with the front seat belt On a Cessna 140 Chief etc I have tied a small soft rope around one control wheel and then around the throttle and over to the right control wheel That way the ailerons and elevators are held fast A rudder lock would be a good idea too Heres an example why
Some years ago our C-140A was tied outside and a gale had been blowing for a day or two out of the west right up the tail of that little 140 You will not believe this The rudder had been pushed to the right so hard and for so long that the litshytle gap seal fairing on the leading edge of the rudder had come out and lodged on the outside of the fin Thats when I fabricated a rudder lock Its a good thing we found that on the walk around for the next flight huh
Being into wind stories I have anshyother or so to qualify my creditability In 1946 after most operators had moved to the new airport at SGF I still worked for the city as a line boy One bright summer afternoon the two large hangars both had their doors wide open and there were Cubs and Champs sitting outside untied A fast growing cumulus cloud sat just off the east side of the field and it was moving west a bad sign
All of a sudden it was obvious that something was about to happen I was up by the gas pit near the terminal and quickly picked up on the action going on around the hangars People were scurryshying around moving some airplanes into the hangars and tying the others down Then as I watched one of Roscoe Prescotts Aeronca Champs facing north was attacked by the gust front When that east wind hit it it weather-vaned into the wind and began rolling and bouncing backwards across the airport That was beshyfore full swivelsteerable tail wheels and when that wheel would come down and hit the ground the rudder would jerk vioshylently to the side and then the tail would bounce up again I jumped into our big Ford dump truck and gave chase By the time I got close the little Champ was alshy
most out to the runway I jumped out and grabbed the prop
and with some sort of super strength that I do not understand to this day I put my feet up on the cow lin g and pulled that little bulldog down to the ground I held it until help arrived and we pushed it into the hangar I received a grateful thank you from Roscoe which was appreciated but I sure could have used a little stick time in the Champ While all this was going on a BT-13 without an engine rolled straight backward clear across the runway and into a ditch
If you will notice all of my wind stoshyries are of conventional gear airplanes It is just natural for an airplane facing into the wind to want to fly A light empty Cub is a prime example Now if the stick is tied forward the tail will come up and unloadl the wing which is exac tly what we would want Nosewheel airshyplanes will sit pretty tamely unless theyre on a slope where the wing would be at a higher angle of attack
Back in the 1940s the stakes we used were just old automobile rear axles driven into the ground at an angle with the differential gear on top They were heavy and then of course the sledge went along too
Today there are so many really nice well-engineered tiedowns on the market Most use three stakes driven into the ground at different angles That type of setup gives very good protection Good heavy stakes placed outboard of the wing attach pOint will probably hold your airshyplane down in most cases Be sure not to put them directly straight down they will pull right out of the ground
Finally one more horror story A while back I heard about the damage that tying down with chains can do to your airplane If the chains are attached to a fixed secure anchor and if there is the slightest looseness in the chain the airplane will sit and rock in the wind banging up and down against the airshycraft structure The chains have no shock absorption capability and the constant yanking of the chain tided down to a fixed point on the ground can actually ruin the spar or what ever its attached to If you should ever have to use chains make sure that they are very very tight
Many times you will find chains placed along a cable on the ramp that has slack built right in That might help but I still dont li ke chains
When you go to a fly-in take a look around at the airplanes parked near yours to see how they are tied down Share any tips you might have with the other owners You may have your airshyplane secured perfectly but if those upwind are not the airplane you save may be your own
During AirVenture 2003 I spent four early mornings observing all the aircraft tied down in the Vintage area I found that out of 496 aircraft 164 were in my opinion and I photographed them not tied securely Of those 164 24 were tied directly to and only to the little dogshygie ring It might hold your dachshund but not a big dog and definitely not a light plane Disappointingly eight airshyplanes were not tied at all
In conclusion and with many in agreement with me we must number one outlaw the doggie stakes Im always disappointed to find there are vendors who sell that type of tiedown right at AirVenture
I also believe that fly-in announceshyments postings etc should include tiedown requirements and they too should clearly state that doggie stake tiedowns are not acceptable Even the trio of reinforcing rods driven into the ground will perform better in a strong wind than the doggie ring tiedowns
For more information on better tiedown methods visit EAAs AirVenture website at
httpwwwaiventureorg2004Ifyingt ying downhtml and the FAA advisory Circular AC 20-3SC Tiedown SenseI You can also visit the VAA website for an article on constructing a set of tiedowns From the VAA home page at wwwvinshytageaircrattorg click on the bar heading PublicationsI You ll see a tab for Inshyformational Articles click on it and you can naVigate to a listing that inshycludes the article published in the June 2003 issue of Vintage Airplane For a limshyited time a direct link to that article will be shown on the VAA home page
This past year another great tiedown construction article was published on page 110 in the April 2004 issue of EAA Sport Aviation Building a Better Tiedown by Stanley Mann shows you how to conshystruct a variation of the tiedown article published in Vintage Airplane
VINTAGE AIRPLANE 5
BY H G FRAUTSCHY
APRILS MYSTERY ANSWER
Our April Mystery Plane was a favorite of a few of you who wrote in It was the first Navy fighter From the many letters we received heres a sample letter from a longtime member
Glad to see the TS-1 (Curtiss or NAF) as this months Mystery Plane its one of my favorites Like the Ryan M-1 it had a limited production but has its own niche in history as one of the first carrier-based aircraft Ive heard it said that it was the first plane designed from scratch for the purpose of flying from an aircraft carrier Im sure youll get some more informative replies but I might be able to add some I serishyollsly considered building a replica TS-1 after the Ryan maybe some day I still will but in any event I found out through the NASM that the National Archives in College Park Mmyland have drawings of the TS-1 I went there filled out the forms was given white cotton gloves to wear and was allowed to examine original TS-1 drawings Not copies but original linen drawings from 1926 There were
some drawings missing but they were reorganizing and said that there might be more drawings that had not been catashylogued yet There was certainly enough to build from Getting copies was a complicated process but the TS-1 was also feashytured in Skyways magazine several years ago including drawings made from the ones in the National Archives
One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled someshything likePigeon Compartment apparently for the carrier pigeons that the designers thought that all naval aviators would carry with them
The onLy sunivor is ofcourse at the National Museum of Naval Aviation at Pensacola a TS-2 modified to TS-1 conshyfiguration (It was on loan from the NASM and while unable to confirm its new location Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles -HGF) Also TS stood for Turret Shipboard from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships
Andrew King
Don Harris Cherry Hill New Jersey had an explanashytion regarding the markings on our Mystery Plane
At one time TS-1s sported a diving bird logo at the front of the fuselage When it was shown that the logo infringed on one used by a commercial chocolate company its use was discontinued which maybe can explain the bLackened circle on the plane in your magazine
Other answers were received from Orval Fairbairn Daytona Beach Florida William Mette Campbell California Michael McCormick Houston Texas Thomas Lymburn Princeton Minnesota Jim Stubner Mercer Island Washington Clarence Hesser St Augustine Florida Richard Ormsby Phoenix Arizona Charles F Schultz Louisville Kentucky Wayne Muxlow Minneapolis Minnesota Wayne Van Valkenburgh Jasper Georgia and Russ Brown Lyndhurst Ohio
A good source for more information on the TS-1 is Curtiss Aircraft 1907-1947 by Peter Bowers
THIS MONTH S MYSTERY PLANE COMES TO US FROM THE ARCHIVES OF THE
EAA BOEING AERONAUTICAL LIBRARY SEND YOUR ANSWER TO EAA VINTAGE AIRPLANE
PO Box 3086 OSHKOSH WI 54903-3086 YOUR
ANSWER NEEDS TO BE IN NO LATER THAN SEPTEMBER
10 2004 FOR INCLUSION IN THE OCTOBER 2004 ISshy
SUE OF Vintage Airplane You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL
DON T FORGET WEVE GOT A NEW E-MAIL ADDRESS
FOR YOU TO USE WHEN SENDING IN YOUR RESPONSE
SEND YO UR ANSWER TO mysteryplaneeaaorg BE
SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS
(ESPECIALLY YOUR CITY AND STATE) IN THE BODY
OF YOUR NOTE AND PUT ( MONTH) MYSTERY PLANE
IN THE SUBJECT LINE
JULY 2004 6
My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
Something to buy sell or trade Classified Word Ads $550 per 10 words
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30 JULY 2004
Just Uke in the Good Old Days
All the Randolph products all the Randolph colors all the Randolph quality An aviation icon is back on the market again to stay
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~~
~ TNE JOURNAL OF
TN E EARLY AEROPLANE
Leonard E- Opdycke Editor
AERO CLASSIC COLLECTOR SERIES
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VINTAGE AIRPLANE 31
Jerry Coates Goodyear Al
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You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
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5 Printed EAA AirVenture NOTAMs Available
The printed notice to airmen (NOTAM) for EAA AirVenture Oshkosh 2004 is now available from EAA Membership Services at 800-jOIN EAA (800-564-6322) The NOTAM describes arrival and deshyparture flight procedures in effect from july 24 through August 3 inshycluding procedures for the many types of aircraft that fly to Oshkosh for the event as well as aircraft that land at nearby airports NOTAM booklets are also available online through wwwairventureOIg
Breakfast and a Briefing The VAA Tall Pines Cafe will be in
operation again this year with an expanded schedule prior to convenshytion and fly-in style pancake breakfasts during EAA AirVenture Starting on Friday morning july 23 and continuing through Sunday july 25 the VAA Tall Pines Cafe will be open for breakfast lunch and dinner Starting Monday July 26 only breakfast will be served at the Tall Pines Cafe As we had last year an FAA Flight Service Station (FSS) trailer will be located near the cafe At the trailer which will be north of the VAA Tall Pines Cafe youll be able to check the weather for your flight and obtain a full briefing from FSS specialists without having to trek up to the FAA Building near the control tower Well see you there each morning for breakfast and a briefing
VAA Volunteer Opportunities Are you an ace pancake flipper
If youre not one yet we can help The VAA Tall Pines Cafe is looking for volunteers who can help proshyvide a hearty breakfast to all the hungry campers on the south end of Wittman Field If you could lend a hand for a morning or two wed appreciate it If thats not your cup of tea feel free to check with the VAA volunteer center located just
JULY 2004
to the northeast of the Red Barn The volunteers who operate the booth will be happy to tell you when your help is needed each day It doesnt matter if its just for a few hours or for a few days wed love to have your helping hands
Are You a Friend of the VAA Red Barn
If so be sure to check in at the information desk at the VAA Red Barn There we ll issue you a speshycial name badge We can also point out the location for the Ford TrishyMotor rides If you have any questions feel free to ask for Theresa Books the VAA adminisshytrative assistant If you need to reach her in advance of your arshyrival you can call her at EAA headquarters 920-426-6110
VAA Message Center If you would like to leave a messhy
sage for people you know who frequent the VAA Red Barn stop by the information desk You can write them a message in our notebook on a string and well post their name on the marker board so theyll know theres a message waitshying for them Sure cellular phones and walkie-talkies are great but sometimes nothing works better than a hand-scribbled note
VAA Picnic Tickets for the Wednesday july
28 annual VAA picnic held at the Nature Center will be available for sale at the VAA Red Barn Tickets must be purchased in advance so we know how much food to order Tickets will be on sale at the VAA Red Barn prior to the start of EAA AirVenture The delicious homeshycooked meal including both beef and chicken will be served after 530 pm Trams will begin leaving the VAA Red Barn around 5 pm and will make return trips after the picnic Type clubs may hold their annual banquets during the picnic
Call jeannie Hill (815-943-7205) and she will reserve seating so your type club can sit together
Shawano Fly-Out The annual fly-out to Shawano
is Saturday july 31 The sign-up sheet will be at the desk at the VAA Red Barn and the briefing will be at 7 am the morning of the flyshyout This year the meal will be provided at the Shawano airport so we wont need to leave the airshyfield Were hoping to have a good turnout this year to make up for the weather cancellation last year The community of Shawano is a big supporter of VAA and puts forth a lot of effort to sponsor this event It does a great job and we hope youll help us thank Shawano by joining us
VAA Red Barn Store The VAA Red Barn Store chockshy
full of VAA logo merchandise and other great gear will be open all week long Show your VAA memshybership card (or your receipt showing you joined VAA at th e convention) and youll receive a 10 percent discount
On Thursday july 29 from 7 pm to 9 pm there will be a speshycial VAA Members-Only Sale Bring your VAA card and youll receive an additional discount on specially priced merchandise See you there
CD Writer As more of us use digital phoshy
tography to capture our memories of special events were caught by one fact of life-those little Comshypact Flash or Smart Media cards dont always hold all the pictures wed like to take Were going to help you with this dilemma by ofshyfering to download your images and burn them to a compact disc (CD) all for a nominal fee Bring your digital camera to the VAA Red Barn and see how easy it is to sashyvor your stay in Oshkosh
2
Theater In The
West Side shy WoodsVAA AirVenture ~ Vintage Aircraft ~ VAA AntiqueCamping AREAParkingArea Map GENERAL
LAYOUT
To h mmb who fly 0 ~ Red Barnunderstand the layout of the con- Type Club VAA Special vention area administered by the Parking () Showplane Camper o Display Area VAA weve prepared this simpli- ~_ Starts at Hangar DRegistration
---- Row 74 Cafefied map As yo u can see _______ _ - -_________________ -- camping starts at Row 74 on the
- parked along roadeast side of the main and in rows 60 amp 61
north south road (Wi ttm an Ro ad) wi th the a reas to the north of that line set up to han- VAA dle display-only vintage aircraft Large Special DInterest That s why you may see open arshy
Comm CenterAircrafteas as yo u taxi south to your Antiques
camping location Once you arrive you ll need
to register your aircraft and or campsite In add ition to roving
Row 78 Rows 60 Row SOregistration vehicles there is amp 61=-- EAST SIDE Antiqueone main aircraft registration ---- PointVAA CAMPING AND PARKING _____-------1__________ ---_---___
building located just south of STARTS HERE
th e Red Barn (see map ) Th e CONTIN UES TO ROW 150 EAA conve nt ion cam pgrounds both on the air side and in Camp If you want your aircraft to be judged by VAA volunteer judges you need to be a current Scho ller are private campshy Vintage Aircraft Association member VAA contri butes a significant portion of the costs reshygrounds and are not open to lated to the EAA awards that are presented to the award winners Another immediate benefit non-EAA members Each campshy of VAA membership is your free VAA AirVenture Oshkosh 2004 Partic ipant Pl aque which you site must be registered by a can pick up in the rear of the Red Barn EAA and VAA memberships are avai lab le at both Airshycurrent EAA member craft Registration and at the Membership booth located northeast of the Red Barn
o VAA Past Grand Champions
VAA PARKING -No Camping
Operations Shack
Row 62 through Row 77
Other EAA AirVenture VAA Highlights
Tonys Red Carpet Express will be coordinated through the VAA Red Barn To schedule your transportation needs simply contact us at the desk
VAA Red Barn headquarters is also the VAA media headquarters If you have any questions concerning speshycial displays or events ask at the desk
The DTN weather system will be available throughout the day
For pilots who register their airshycraft yo ur complimentary VAA participation plaque and mug will be distributed at the VAA Red Barn
The new computer system that alshylows us to distribute the plaques and mugs more efficiently also affords us a convenient method of locating members who have registered with us durin g EAA AirVenture So if yo u need to find someone chances are we can help you do so in record time
The VAA Red Barn is also the VAA Hosp ita lity-Information Cen ter
Please stop in to say h ell o enjoy a cup of coffee or a lemonade and set a spell on t he porch We look forshyward to seeing all of you and value your input Let us know how we can make your convention stay more pleasant and enjoyable
Other Things You ll Find Near the VAA Red Barn
bull Membership amp Chapter bull Information Booth bull Volunteer Booth bull Metal-Shaping Tent bull Type Club Tent
Designated Smoking Areas Near Flightline
Smoking on the fli ghtline at EAA AirVenture is prohibited because its a ha za rd to a ll aircraft O n e o f the most persistent complaints among our volunteers is dealing with smokshyers who unthinking smoke around aircraft said Operation POP Chairshyperson Noel Marshall To alleviate
thi s Operation Protect Our Planes (POP) has created several designated smoking areas with butt cans along the flightline but away from aircraft and refueling operations
Designated smoking areas will be south of the ultralight runway near the Hangar Cafe near the Warbird area (northeast corner of Audrey Lane and Eide Avenue) the Wearhouse flag pole area the shade pavilion north of the control tower and near the Ultrashylight Barn Locations will be indicated on EAAs free convention ground map The admission wristband will also instruct visitors that smoking is allowed only in des ignated smoking areas
Red Barn Contributors Our thanks to each of you who
have contributed to the VAA Friends of the Red Barn 2004 camshypaign We l l have the list of contributors in next month s edishytion of Vintage Aiplane
VINTAGE AIRPLANE 3
Thoughts on Proper Aircraft Restraint GENE MORRIS VAA DIRECTOR EAA AIRVENTURE]UDGE
How badly would you feel if your airplane were to serishyously injure or kill someone I dare say that any VAA memshy
ber would be beyond consolable I know I would be
Yet by not properly tying down an airplane while attending a fly-in the poshytential exists for a seemingly benign airplane to become uncontrollably airshyborne in the teeth of a thunderstorms gales Flipping an airplane over happens every year and it has happened at the EAA Convention Back in the early 1980s a few airplane owners had to come up with another way home after their airplanes were totaled when blown over during a thunderstorm that pounded Wittman Field
Its bad enough during a fly-in when camping gear or lawn chairs are blown about but an airplane being blown over or tumbling over and over can be lethal Unless were all careful about properly tying the airplane down it can happen again with tragic consequences Unforshytunately there are some folks who believe that any tied own will do The fact is theyre living in a fantasy world Because of the false sense of security they can create some tiedowns are alshymost as bad as none
Which brings us to the real purpose of this piece of tie down wisdom I say wisshydom because Ive been around these toys of ours for 62 plus years Five of those have been aloft and still counting
Much has been written about tying down airplanes some of it good and some of it not so good A few years ago there was even a short article in one of our monthly magazines (not Vintage Airshyplane) complete with pictures of the latest and greatest find in tiedowns that someone had just discovered The writer was so proud of finding a set of pretty screw-in doggie ring tiedowns The fact is theyre junk Doggie ring tiedowns are a menace to the well being
JULY 2004
of any airplane and to the airplanes and people surrounding them
I know these tiedowns are inexpenshysive and sometimes even easy to put in the ground but just take a look at what is holding your airplane down The little ring that fastens to the stake is put on with a 18-inch rivet Some have anshyother clamp or crimping arrangement that isn t any better Ask yourself Would you fly your airplane with a 18shyinch rivet holding the wing strut on
The other problem with any type of screw-in anchor is that the very act of screwing them into the ground disshyturbs the soil that is supposed to hold the tiedown in place Simply put there isnt anything good about these types of tiedowns
Heres my confession I used to use these screw in type tiedowns But after seeing what happened to an Aeronca Champ during the EAA Convention in 1993 I made some tests
First I tied the rope to the top trianshygle and applied some force (an amount that was far less than the force generated by a single wing in a 50-60 mph wind) It failed by straightening out enough for the rope to slide off The screw anchors were placed outboard enough or they would have unscrewed or pulled right out of the ground Figuring Id found the major flaw in the tiedown I welded the triangle so that it would not open up BOY was I wrong
My next tests were made with the trishyangle welded together I then made a fulcrum with a long beam and had a rope on one end fastened to the tiedown below In just three short seconds it only took 400 foot-pounds for it to unshyscrew right out of the ground
Over the years I have seen a lot of things happen and I remember many as if they happened just yesterday My first visit to our municipal airport was when I was about 11 years old A buddy of mine and I rode our bicycles out to what is
now the downtown airport at Springshyfield Missouri (SGF) It was a very pretty day and we made our way into the hangar and explored all of the beautiful airplanes We knew almost all of them from making models and reading magashyzines Three years later I was a regular around the place and was hired on as a line boy There were many airplanes tied down for there was only one large hangar on the city side of the airport
One day around 1944 we had a mishycroburst hit the airport Back then they didnt call it that but in retrospect thats exactly what happened All we knew was that a huge thunderstorm was coming out of the southwest and it blew like crazy Ted Burris a fellow line boy was out by the gas pit holding down a Stinson 105 all by himself How he did it I really dont know but he did it Just a few yards away out in front of the hangar was a loosely tied-down Travelair 4000 and it was flying about six inches off the ground pretty as you please To the right of the Travelair was aJ-3 cub doing the same thing except that the stick was tied back The main wheels were off the ground I saw the enshytire episode unfold in front of my eyes
Then all of a sudden that little Cub went flying up and over the airplane beshyhind it and then across Division Street landing upside down while going backshyward When the storm abated there was not a straight piece of anything left on that Cub The airplane was so damaged it was almost impossible to disassemble We used a hacksaw in some places
Behind the hangar we had a row of Taylorcraft L-2s tied down and they were all sitting there nice as you please with their tails about two feet off the ground The main wheels were not moving Tayshylorcraft had a very good thing with the L-2 It was a small retractable control lock that was spring loaded to store itself up under the instrument panel When you parked the airplane you pulled the little control lock down and it fit over
4
the top of the stick which both locked the ailerons and held the stick forward After seeing those L-2s ride out the storm I have always tied my stick forshyward It isnt always easy but for a ship with tandem seating you tie the rear stick with the front seat belt On a Cessna 140 Chief etc I have tied a small soft rope around one control wheel and then around the throttle and over to the right control wheel That way the ailerons and elevators are held fast A rudder lock would be a good idea too Heres an example why
Some years ago our C-140A was tied outside and a gale had been blowing for a day or two out of the west right up the tail of that little 140 You will not believe this The rudder had been pushed to the right so hard and for so long that the litshytle gap seal fairing on the leading edge of the rudder had come out and lodged on the outside of the fin Thats when I fabricated a rudder lock Its a good thing we found that on the walk around for the next flight huh
Being into wind stories I have anshyother or so to qualify my creditability In 1946 after most operators had moved to the new airport at SGF I still worked for the city as a line boy One bright summer afternoon the two large hangars both had their doors wide open and there were Cubs and Champs sitting outside untied A fast growing cumulus cloud sat just off the east side of the field and it was moving west a bad sign
All of a sudden it was obvious that something was about to happen I was up by the gas pit near the terminal and quickly picked up on the action going on around the hangars People were scurryshying around moving some airplanes into the hangars and tying the others down Then as I watched one of Roscoe Prescotts Aeronca Champs facing north was attacked by the gust front When that east wind hit it it weather-vaned into the wind and began rolling and bouncing backwards across the airport That was beshyfore full swivelsteerable tail wheels and when that wheel would come down and hit the ground the rudder would jerk vioshylently to the side and then the tail would bounce up again I jumped into our big Ford dump truck and gave chase By the time I got close the little Champ was alshy
most out to the runway I jumped out and grabbed the prop
and with some sort of super strength that I do not understand to this day I put my feet up on the cow lin g and pulled that little bulldog down to the ground I held it until help arrived and we pushed it into the hangar I received a grateful thank you from Roscoe which was appreciated but I sure could have used a little stick time in the Champ While all this was going on a BT-13 without an engine rolled straight backward clear across the runway and into a ditch
If you will notice all of my wind stoshyries are of conventional gear airplanes It is just natural for an airplane facing into the wind to want to fly A light empty Cub is a prime example Now if the stick is tied forward the tail will come up and unloadl the wing which is exac tly what we would want Nosewheel airshyplanes will sit pretty tamely unless theyre on a slope where the wing would be at a higher angle of attack
Back in the 1940s the stakes we used were just old automobile rear axles driven into the ground at an angle with the differential gear on top They were heavy and then of course the sledge went along too
Today there are so many really nice well-engineered tiedowns on the market Most use three stakes driven into the ground at different angles That type of setup gives very good protection Good heavy stakes placed outboard of the wing attach pOint will probably hold your airshyplane down in most cases Be sure not to put them directly straight down they will pull right out of the ground
Finally one more horror story A while back I heard about the damage that tying down with chains can do to your airplane If the chains are attached to a fixed secure anchor and if there is the slightest looseness in the chain the airplane will sit and rock in the wind banging up and down against the airshycraft structure The chains have no shock absorption capability and the constant yanking of the chain tided down to a fixed point on the ground can actually ruin the spar or what ever its attached to If you should ever have to use chains make sure that they are very very tight
Many times you will find chains placed along a cable on the ramp that has slack built right in That might help but I still dont li ke chains
When you go to a fly-in take a look around at the airplanes parked near yours to see how they are tied down Share any tips you might have with the other owners You may have your airshyplane secured perfectly but if those upwind are not the airplane you save may be your own
During AirVenture 2003 I spent four early mornings observing all the aircraft tied down in the Vintage area I found that out of 496 aircraft 164 were in my opinion and I photographed them not tied securely Of those 164 24 were tied directly to and only to the little dogshygie ring It might hold your dachshund but not a big dog and definitely not a light plane Disappointingly eight airshyplanes were not tied at all
In conclusion and with many in agreement with me we must number one outlaw the doggie stakes Im always disappointed to find there are vendors who sell that type of tiedown right at AirVenture
I also believe that fly-in announceshyments postings etc should include tiedown requirements and they too should clearly state that doggie stake tiedowns are not acceptable Even the trio of reinforcing rods driven into the ground will perform better in a strong wind than the doggie ring tiedowns
For more information on better tiedown methods visit EAAs AirVenture website at
httpwwwaiventureorg2004Ifyingt ying downhtml and the FAA advisory Circular AC 20-3SC Tiedown SenseI You can also visit the VAA website for an article on constructing a set of tiedowns From the VAA home page at wwwvinshytageaircrattorg click on the bar heading PublicationsI You ll see a tab for Inshyformational Articles click on it and you can naVigate to a listing that inshycludes the article published in the June 2003 issue of Vintage Airplane For a limshyited time a direct link to that article will be shown on the VAA home page
This past year another great tiedown construction article was published on page 110 in the April 2004 issue of EAA Sport Aviation Building a Better Tiedown by Stanley Mann shows you how to conshystruct a variation of the tiedown article published in Vintage Airplane
VINTAGE AIRPLANE 5
BY H G FRAUTSCHY
APRILS MYSTERY ANSWER
Our April Mystery Plane was a favorite of a few of you who wrote in It was the first Navy fighter From the many letters we received heres a sample letter from a longtime member
Glad to see the TS-1 (Curtiss or NAF) as this months Mystery Plane its one of my favorites Like the Ryan M-1 it had a limited production but has its own niche in history as one of the first carrier-based aircraft Ive heard it said that it was the first plane designed from scratch for the purpose of flying from an aircraft carrier Im sure youll get some more informative replies but I might be able to add some I serishyollsly considered building a replica TS-1 after the Ryan maybe some day I still will but in any event I found out through the NASM that the National Archives in College Park Mmyland have drawings of the TS-1 I went there filled out the forms was given white cotton gloves to wear and was allowed to examine original TS-1 drawings Not copies but original linen drawings from 1926 There were
some drawings missing but they were reorganizing and said that there might be more drawings that had not been catashylogued yet There was certainly enough to build from Getting copies was a complicated process but the TS-1 was also feashytured in Skyways magazine several years ago including drawings made from the ones in the National Archives
One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled someshything likePigeon Compartment apparently for the carrier pigeons that the designers thought that all naval aviators would carry with them
The onLy sunivor is ofcourse at the National Museum of Naval Aviation at Pensacola a TS-2 modified to TS-1 conshyfiguration (It was on loan from the NASM and while unable to confirm its new location Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles -HGF) Also TS stood for Turret Shipboard from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships
Andrew King
Don Harris Cherry Hill New Jersey had an explanashytion regarding the markings on our Mystery Plane
At one time TS-1s sported a diving bird logo at the front of the fuselage When it was shown that the logo infringed on one used by a commercial chocolate company its use was discontinued which maybe can explain the bLackened circle on the plane in your magazine
Other answers were received from Orval Fairbairn Daytona Beach Florida William Mette Campbell California Michael McCormick Houston Texas Thomas Lymburn Princeton Minnesota Jim Stubner Mercer Island Washington Clarence Hesser St Augustine Florida Richard Ormsby Phoenix Arizona Charles F Schultz Louisville Kentucky Wayne Muxlow Minneapolis Minnesota Wayne Van Valkenburgh Jasper Georgia and Russ Brown Lyndhurst Ohio
A good source for more information on the TS-1 is Curtiss Aircraft 1907-1947 by Peter Bowers
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JULY 2004 6
My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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~ TNE JOURNAL OF
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Leonard E- Opdycke Editor
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VINTAGE AIRPLANE 31
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Theater In The
West Side shy WoodsVAA AirVenture ~ Vintage Aircraft ~ VAA AntiqueCamping AREAParkingArea Map GENERAL
LAYOUT
To h mmb who fly 0 ~ Red Barnunderstand the layout of the con- Type Club VAA Special vention area administered by the Parking () Showplane Camper o Display Area VAA weve prepared this simpli- ~_ Starts at Hangar DRegistration
---- Row 74 Cafefied map As yo u can see _______ _ - -_________________ -- camping starts at Row 74 on the
- parked along roadeast side of the main and in rows 60 amp 61
north south road (Wi ttm an Ro ad) wi th the a reas to the north of that line set up to han- VAA dle display-only vintage aircraft Large Special DInterest That s why you may see open arshy
Comm CenterAircrafteas as yo u taxi south to your Antiques
camping location Once you arrive you ll need
to register your aircraft and or campsite In add ition to roving
Row 78 Rows 60 Row SOregistration vehicles there is amp 61=-- EAST SIDE Antiqueone main aircraft registration ---- PointVAA CAMPING AND PARKING _____-------1__________ ---_---___
building located just south of STARTS HERE
th e Red Barn (see map ) Th e CONTIN UES TO ROW 150 EAA conve nt ion cam pgrounds both on the air side and in Camp If you want your aircraft to be judged by VAA volunteer judges you need to be a current Scho ller are private campshy Vintage Aircraft Association member VAA contri butes a significant portion of the costs reshygrounds and are not open to lated to the EAA awards that are presented to the award winners Another immediate benefit non-EAA members Each campshy of VAA membership is your free VAA AirVenture Oshkosh 2004 Partic ipant Pl aque which you site must be registered by a can pick up in the rear of the Red Barn EAA and VAA memberships are avai lab le at both Airshycurrent EAA member craft Registration and at the Membership booth located northeast of the Red Barn
o VAA Past Grand Champions
VAA PARKING -No Camping
Operations Shack
Row 62 through Row 77
Other EAA AirVenture VAA Highlights
Tonys Red Carpet Express will be coordinated through the VAA Red Barn To schedule your transportation needs simply contact us at the desk
VAA Red Barn headquarters is also the VAA media headquarters If you have any questions concerning speshycial displays or events ask at the desk
The DTN weather system will be available throughout the day
For pilots who register their airshycraft yo ur complimentary VAA participation plaque and mug will be distributed at the VAA Red Barn
The new computer system that alshylows us to distribute the plaques and mugs more efficiently also affords us a convenient method of locating members who have registered with us durin g EAA AirVenture So if yo u need to find someone chances are we can help you do so in record time
The VAA Red Barn is also the VAA Hosp ita lity-Information Cen ter
Please stop in to say h ell o enjoy a cup of coffee or a lemonade and set a spell on t he porch We look forshyward to seeing all of you and value your input Let us know how we can make your convention stay more pleasant and enjoyable
Other Things You ll Find Near the VAA Red Barn
bull Membership amp Chapter bull Information Booth bull Volunteer Booth bull Metal-Shaping Tent bull Type Club Tent
Designated Smoking Areas Near Flightline
Smoking on the fli ghtline at EAA AirVenture is prohibited because its a ha za rd to a ll aircraft O n e o f the most persistent complaints among our volunteers is dealing with smokshyers who unthinking smoke around aircraft said Operation POP Chairshyperson Noel Marshall To alleviate
thi s Operation Protect Our Planes (POP) has created several designated smoking areas with butt cans along the flightline but away from aircraft and refueling operations
Designated smoking areas will be south of the ultralight runway near the Hangar Cafe near the Warbird area (northeast corner of Audrey Lane and Eide Avenue) the Wearhouse flag pole area the shade pavilion north of the control tower and near the Ultrashylight Barn Locations will be indicated on EAAs free convention ground map The admission wristband will also instruct visitors that smoking is allowed only in des ignated smoking areas
Red Barn Contributors Our thanks to each of you who
have contributed to the VAA Friends of the Red Barn 2004 camshypaign We l l have the list of contributors in next month s edishytion of Vintage Aiplane
VINTAGE AIRPLANE 3
Thoughts on Proper Aircraft Restraint GENE MORRIS VAA DIRECTOR EAA AIRVENTURE]UDGE
How badly would you feel if your airplane were to serishyously injure or kill someone I dare say that any VAA memshy
ber would be beyond consolable I know I would be
Yet by not properly tying down an airplane while attending a fly-in the poshytential exists for a seemingly benign airplane to become uncontrollably airshyborne in the teeth of a thunderstorms gales Flipping an airplane over happens every year and it has happened at the EAA Convention Back in the early 1980s a few airplane owners had to come up with another way home after their airplanes were totaled when blown over during a thunderstorm that pounded Wittman Field
Its bad enough during a fly-in when camping gear or lawn chairs are blown about but an airplane being blown over or tumbling over and over can be lethal Unless were all careful about properly tying the airplane down it can happen again with tragic consequences Unforshytunately there are some folks who believe that any tied own will do The fact is theyre living in a fantasy world Because of the false sense of security they can create some tiedowns are alshymost as bad as none
Which brings us to the real purpose of this piece of tie down wisdom I say wisshydom because Ive been around these toys of ours for 62 plus years Five of those have been aloft and still counting
Much has been written about tying down airplanes some of it good and some of it not so good A few years ago there was even a short article in one of our monthly magazines (not Vintage Airshyplane) complete with pictures of the latest and greatest find in tiedowns that someone had just discovered The writer was so proud of finding a set of pretty screw-in doggie ring tiedowns The fact is theyre junk Doggie ring tiedowns are a menace to the well being
JULY 2004
of any airplane and to the airplanes and people surrounding them
I know these tiedowns are inexpenshysive and sometimes even easy to put in the ground but just take a look at what is holding your airplane down The little ring that fastens to the stake is put on with a 18-inch rivet Some have anshyother clamp or crimping arrangement that isn t any better Ask yourself Would you fly your airplane with a 18shyinch rivet holding the wing strut on
The other problem with any type of screw-in anchor is that the very act of screwing them into the ground disshyturbs the soil that is supposed to hold the tiedown in place Simply put there isnt anything good about these types of tiedowns
Heres my confession I used to use these screw in type tiedowns But after seeing what happened to an Aeronca Champ during the EAA Convention in 1993 I made some tests
First I tied the rope to the top trianshygle and applied some force (an amount that was far less than the force generated by a single wing in a 50-60 mph wind) It failed by straightening out enough for the rope to slide off The screw anchors were placed outboard enough or they would have unscrewed or pulled right out of the ground Figuring Id found the major flaw in the tiedown I welded the triangle so that it would not open up BOY was I wrong
My next tests were made with the trishyangle welded together I then made a fulcrum with a long beam and had a rope on one end fastened to the tiedown below In just three short seconds it only took 400 foot-pounds for it to unshyscrew right out of the ground
Over the years I have seen a lot of things happen and I remember many as if they happened just yesterday My first visit to our municipal airport was when I was about 11 years old A buddy of mine and I rode our bicycles out to what is
now the downtown airport at Springshyfield Missouri (SGF) It was a very pretty day and we made our way into the hangar and explored all of the beautiful airplanes We knew almost all of them from making models and reading magashyzines Three years later I was a regular around the place and was hired on as a line boy There were many airplanes tied down for there was only one large hangar on the city side of the airport
One day around 1944 we had a mishycroburst hit the airport Back then they didnt call it that but in retrospect thats exactly what happened All we knew was that a huge thunderstorm was coming out of the southwest and it blew like crazy Ted Burris a fellow line boy was out by the gas pit holding down a Stinson 105 all by himself How he did it I really dont know but he did it Just a few yards away out in front of the hangar was a loosely tied-down Travelair 4000 and it was flying about six inches off the ground pretty as you please To the right of the Travelair was aJ-3 cub doing the same thing except that the stick was tied back The main wheels were off the ground I saw the enshytire episode unfold in front of my eyes
Then all of a sudden that little Cub went flying up and over the airplane beshyhind it and then across Division Street landing upside down while going backshyward When the storm abated there was not a straight piece of anything left on that Cub The airplane was so damaged it was almost impossible to disassemble We used a hacksaw in some places
Behind the hangar we had a row of Taylorcraft L-2s tied down and they were all sitting there nice as you please with their tails about two feet off the ground The main wheels were not moving Tayshylorcraft had a very good thing with the L-2 It was a small retractable control lock that was spring loaded to store itself up under the instrument panel When you parked the airplane you pulled the little control lock down and it fit over
4
the top of the stick which both locked the ailerons and held the stick forward After seeing those L-2s ride out the storm I have always tied my stick forshyward It isnt always easy but for a ship with tandem seating you tie the rear stick with the front seat belt On a Cessna 140 Chief etc I have tied a small soft rope around one control wheel and then around the throttle and over to the right control wheel That way the ailerons and elevators are held fast A rudder lock would be a good idea too Heres an example why
Some years ago our C-140A was tied outside and a gale had been blowing for a day or two out of the west right up the tail of that little 140 You will not believe this The rudder had been pushed to the right so hard and for so long that the litshytle gap seal fairing on the leading edge of the rudder had come out and lodged on the outside of the fin Thats when I fabricated a rudder lock Its a good thing we found that on the walk around for the next flight huh
Being into wind stories I have anshyother or so to qualify my creditability In 1946 after most operators had moved to the new airport at SGF I still worked for the city as a line boy One bright summer afternoon the two large hangars both had their doors wide open and there were Cubs and Champs sitting outside untied A fast growing cumulus cloud sat just off the east side of the field and it was moving west a bad sign
All of a sudden it was obvious that something was about to happen I was up by the gas pit near the terminal and quickly picked up on the action going on around the hangars People were scurryshying around moving some airplanes into the hangars and tying the others down Then as I watched one of Roscoe Prescotts Aeronca Champs facing north was attacked by the gust front When that east wind hit it it weather-vaned into the wind and began rolling and bouncing backwards across the airport That was beshyfore full swivelsteerable tail wheels and when that wheel would come down and hit the ground the rudder would jerk vioshylently to the side and then the tail would bounce up again I jumped into our big Ford dump truck and gave chase By the time I got close the little Champ was alshy
most out to the runway I jumped out and grabbed the prop
and with some sort of super strength that I do not understand to this day I put my feet up on the cow lin g and pulled that little bulldog down to the ground I held it until help arrived and we pushed it into the hangar I received a grateful thank you from Roscoe which was appreciated but I sure could have used a little stick time in the Champ While all this was going on a BT-13 without an engine rolled straight backward clear across the runway and into a ditch
If you will notice all of my wind stoshyries are of conventional gear airplanes It is just natural for an airplane facing into the wind to want to fly A light empty Cub is a prime example Now if the stick is tied forward the tail will come up and unloadl the wing which is exac tly what we would want Nosewheel airshyplanes will sit pretty tamely unless theyre on a slope where the wing would be at a higher angle of attack
Back in the 1940s the stakes we used were just old automobile rear axles driven into the ground at an angle with the differential gear on top They were heavy and then of course the sledge went along too
Today there are so many really nice well-engineered tiedowns on the market Most use three stakes driven into the ground at different angles That type of setup gives very good protection Good heavy stakes placed outboard of the wing attach pOint will probably hold your airshyplane down in most cases Be sure not to put them directly straight down they will pull right out of the ground
Finally one more horror story A while back I heard about the damage that tying down with chains can do to your airplane If the chains are attached to a fixed secure anchor and if there is the slightest looseness in the chain the airplane will sit and rock in the wind banging up and down against the airshycraft structure The chains have no shock absorption capability and the constant yanking of the chain tided down to a fixed point on the ground can actually ruin the spar or what ever its attached to If you should ever have to use chains make sure that they are very very tight
Many times you will find chains placed along a cable on the ramp that has slack built right in That might help but I still dont li ke chains
When you go to a fly-in take a look around at the airplanes parked near yours to see how they are tied down Share any tips you might have with the other owners You may have your airshyplane secured perfectly but if those upwind are not the airplane you save may be your own
During AirVenture 2003 I spent four early mornings observing all the aircraft tied down in the Vintage area I found that out of 496 aircraft 164 were in my opinion and I photographed them not tied securely Of those 164 24 were tied directly to and only to the little dogshygie ring It might hold your dachshund but not a big dog and definitely not a light plane Disappointingly eight airshyplanes were not tied at all
In conclusion and with many in agreement with me we must number one outlaw the doggie stakes Im always disappointed to find there are vendors who sell that type of tiedown right at AirVenture
I also believe that fly-in announceshyments postings etc should include tiedown requirements and they too should clearly state that doggie stake tiedowns are not acceptable Even the trio of reinforcing rods driven into the ground will perform better in a strong wind than the doggie ring tiedowns
For more information on better tiedown methods visit EAAs AirVenture website at
httpwwwaiventureorg2004Ifyingt ying downhtml and the FAA advisory Circular AC 20-3SC Tiedown SenseI You can also visit the VAA website for an article on constructing a set of tiedowns From the VAA home page at wwwvinshytageaircrattorg click on the bar heading PublicationsI You ll see a tab for Inshyformational Articles click on it and you can naVigate to a listing that inshycludes the article published in the June 2003 issue of Vintage Airplane For a limshyited time a direct link to that article will be shown on the VAA home page
This past year another great tiedown construction article was published on page 110 in the April 2004 issue of EAA Sport Aviation Building a Better Tiedown by Stanley Mann shows you how to conshystruct a variation of the tiedown article published in Vintage Airplane
VINTAGE AIRPLANE 5
BY H G FRAUTSCHY
APRILS MYSTERY ANSWER
Our April Mystery Plane was a favorite of a few of you who wrote in It was the first Navy fighter From the many letters we received heres a sample letter from a longtime member
Glad to see the TS-1 (Curtiss or NAF) as this months Mystery Plane its one of my favorites Like the Ryan M-1 it had a limited production but has its own niche in history as one of the first carrier-based aircraft Ive heard it said that it was the first plane designed from scratch for the purpose of flying from an aircraft carrier Im sure youll get some more informative replies but I might be able to add some I serishyollsly considered building a replica TS-1 after the Ryan maybe some day I still will but in any event I found out through the NASM that the National Archives in College Park Mmyland have drawings of the TS-1 I went there filled out the forms was given white cotton gloves to wear and was allowed to examine original TS-1 drawings Not copies but original linen drawings from 1926 There were
some drawings missing but they were reorganizing and said that there might be more drawings that had not been catashylogued yet There was certainly enough to build from Getting copies was a complicated process but the TS-1 was also feashytured in Skyways magazine several years ago including drawings made from the ones in the National Archives
One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled someshything likePigeon Compartment apparently for the carrier pigeons that the designers thought that all naval aviators would carry with them
The onLy sunivor is ofcourse at the National Museum of Naval Aviation at Pensacola a TS-2 modified to TS-1 conshyfiguration (It was on loan from the NASM and while unable to confirm its new location Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles -HGF) Also TS stood for Turret Shipboard from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships
Andrew King
Don Harris Cherry Hill New Jersey had an explanashytion regarding the markings on our Mystery Plane
At one time TS-1s sported a diving bird logo at the front of the fuselage When it was shown that the logo infringed on one used by a commercial chocolate company its use was discontinued which maybe can explain the bLackened circle on the plane in your magazine
Other answers were received from Orval Fairbairn Daytona Beach Florida William Mette Campbell California Michael McCormick Houston Texas Thomas Lymburn Princeton Minnesota Jim Stubner Mercer Island Washington Clarence Hesser St Augustine Florida Richard Ormsby Phoenix Arizona Charles F Schultz Louisville Kentucky Wayne Muxlow Minneapolis Minnesota Wayne Van Valkenburgh Jasper Georgia and Russ Brown Lyndhurst Ohio
A good source for more information on the TS-1 is Curtiss Aircraft 1907-1947 by Peter Bowers
THIS MONTH S MYSTERY PLANE COMES TO US FROM THE ARCHIVES OF THE
EAA BOEING AERONAUTICAL LIBRARY SEND YOUR ANSWER TO EAA VINTAGE AIRPLANE
PO Box 3086 OSHKOSH WI 54903-3086 YOUR
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JULY 2004 6
My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
Charles Fligel Butte MT Margaret Denmark Raleigh NC David F Durham Mooresville NC Donald Harvey Concord NC Matthew King Willard NC John W Miller Raeford NC Clarence D Hergert Scottsbluff NE Dr Jack Shuler Londonderry NH John A Zanchi Jr Wolfeboro NH Eugene Bunt Keyport NJ Paul Duffy Woodbury NJ David Vasenden Reno NV ] B Allred Skaneateles NY David Brennan Craryville NY Neil 1 Loveless Fair Haven NY Kurt Lozier Ballston Lake NY Joseph Walker Lancaster NY Konrad K Balunek Avon OH Steve Dalpra Sylvania OH Kenneth R Hagen Lewis Center OH James 1 Wilson Galena OH Charles Baker Grove OK Jeremy Harris Sandy OR John B Bendig Waterford PA William Peblenik Erwinna PA Jaime Maya Sabana Grande PR James Phillip Terry Cumerland RI Lewis Myers Pelzer SC Charlie Sidenstricker Mt Pleasant SC Shope Z Conley Maryville TN Tom Roush Tallassee TN Paul Blanton Austin TX John Cyrier Lockhart TX Gene Di Fonso Arlington TX Robert Ewing Jasper TX Richard] Filip FayetteVille TX Robert Kraft Fort Worth TX Johnnie Smith Montgomery TX Richard P Wingfield McKinney TX Joe Allman Blackstone VA Nolen Dean Harrisonburg VA Michael Henderson Fairfax VA Greg Llafet Arlington VA John Magyar Lorton VA Mike Martin Martinsville VA Peter Schare Barboursville VA Andrew G Shorter Woodbridge VA Richard Sloop Leesburg VA Bryon R Stewart Warrenton VA Pieter F Wielinga Hayes VA Walter F Schwarz Brattleboro VT Roland W Smith MD Bennington VT Mynders R Woodruff Waitsfield VT Charles 1 Zue Vershire VT Eric Gourley Eastsound WA Jim Lang Buckley WA Mike Lavelle Issaquah WA Roy E Palmer Mercer Island WA Daniel N Pearson Brewster WA Eric C Taylor Port Townsend WA Jeff Whitlatch Redmond WA Edward O Brannon Racine WI John Cutting Belgium WI Earl E Janikowsky Milwaukee WI William D Lothman Greendale WI John] Lumley Eagle River WI MaDonna 1 McMahan Wausau WI Charles Stephenson Plover WI Lawrence H Hawkins Parkersburg WV Lawrence Stahl Petersburg WV James Thrush Burlington WV
A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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Thoughts on Proper Aircraft Restraint GENE MORRIS VAA DIRECTOR EAA AIRVENTURE]UDGE
How badly would you feel if your airplane were to serishyously injure or kill someone I dare say that any VAA memshy
ber would be beyond consolable I know I would be
Yet by not properly tying down an airplane while attending a fly-in the poshytential exists for a seemingly benign airplane to become uncontrollably airshyborne in the teeth of a thunderstorms gales Flipping an airplane over happens every year and it has happened at the EAA Convention Back in the early 1980s a few airplane owners had to come up with another way home after their airplanes were totaled when blown over during a thunderstorm that pounded Wittman Field
Its bad enough during a fly-in when camping gear or lawn chairs are blown about but an airplane being blown over or tumbling over and over can be lethal Unless were all careful about properly tying the airplane down it can happen again with tragic consequences Unforshytunately there are some folks who believe that any tied own will do The fact is theyre living in a fantasy world Because of the false sense of security they can create some tiedowns are alshymost as bad as none
Which brings us to the real purpose of this piece of tie down wisdom I say wisshydom because Ive been around these toys of ours for 62 plus years Five of those have been aloft and still counting
Much has been written about tying down airplanes some of it good and some of it not so good A few years ago there was even a short article in one of our monthly magazines (not Vintage Airshyplane) complete with pictures of the latest and greatest find in tiedowns that someone had just discovered The writer was so proud of finding a set of pretty screw-in doggie ring tiedowns The fact is theyre junk Doggie ring tiedowns are a menace to the well being
JULY 2004
of any airplane and to the airplanes and people surrounding them
I know these tiedowns are inexpenshysive and sometimes even easy to put in the ground but just take a look at what is holding your airplane down The little ring that fastens to the stake is put on with a 18-inch rivet Some have anshyother clamp or crimping arrangement that isn t any better Ask yourself Would you fly your airplane with a 18shyinch rivet holding the wing strut on
The other problem with any type of screw-in anchor is that the very act of screwing them into the ground disshyturbs the soil that is supposed to hold the tiedown in place Simply put there isnt anything good about these types of tiedowns
Heres my confession I used to use these screw in type tiedowns But after seeing what happened to an Aeronca Champ during the EAA Convention in 1993 I made some tests
First I tied the rope to the top trianshygle and applied some force (an amount that was far less than the force generated by a single wing in a 50-60 mph wind) It failed by straightening out enough for the rope to slide off The screw anchors were placed outboard enough or they would have unscrewed or pulled right out of the ground Figuring Id found the major flaw in the tiedown I welded the triangle so that it would not open up BOY was I wrong
My next tests were made with the trishyangle welded together I then made a fulcrum with a long beam and had a rope on one end fastened to the tiedown below In just three short seconds it only took 400 foot-pounds for it to unshyscrew right out of the ground
Over the years I have seen a lot of things happen and I remember many as if they happened just yesterday My first visit to our municipal airport was when I was about 11 years old A buddy of mine and I rode our bicycles out to what is
now the downtown airport at Springshyfield Missouri (SGF) It was a very pretty day and we made our way into the hangar and explored all of the beautiful airplanes We knew almost all of them from making models and reading magashyzines Three years later I was a regular around the place and was hired on as a line boy There were many airplanes tied down for there was only one large hangar on the city side of the airport
One day around 1944 we had a mishycroburst hit the airport Back then they didnt call it that but in retrospect thats exactly what happened All we knew was that a huge thunderstorm was coming out of the southwest and it blew like crazy Ted Burris a fellow line boy was out by the gas pit holding down a Stinson 105 all by himself How he did it I really dont know but he did it Just a few yards away out in front of the hangar was a loosely tied-down Travelair 4000 and it was flying about six inches off the ground pretty as you please To the right of the Travelair was aJ-3 cub doing the same thing except that the stick was tied back The main wheels were off the ground I saw the enshytire episode unfold in front of my eyes
Then all of a sudden that little Cub went flying up and over the airplane beshyhind it and then across Division Street landing upside down while going backshyward When the storm abated there was not a straight piece of anything left on that Cub The airplane was so damaged it was almost impossible to disassemble We used a hacksaw in some places
Behind the hangar we had a row of Taylorcraft L-2s tied down and they were all sitting there nice as you please with their tails about two feet off the ground The main wheels were not moving Tayshylorcraft had a very good thing with the L-2 It was a small retractable control lock that was spring loaded to store itself up under the instrument panel When you parked the airplane you pulled the little control lock down and it fit over
4
the top of the stick which both locked the ailerons and held the stick forward After seeing those L-2s ride out the storm I have always tied my stick forshyward It isnt always easy but for a ship with tandem seating you tie the rear stick with the front seat belt On a Cessna 140 Chief etc I have tied a small soft rope around one control wheel and then around the throttle and over to the right control wheel That way the ailerons and elevators are held fast A rudder lock would be a good idea too Heres an example why
Some years ago our C-140A was tied outside and a gale had been blowing for a day or two out of the west right up the tail of that little 140 You will not believe this The rudder had been pushed to the right so hard and for so long that the litshytle gap seal fairing on the leading edge of the rudder had come out and lodged on the outside of the fin Thats when I fabricated a rudder lock Its a good thing we found that on the walk around for the next flight huh
Being into wind stories I have anshyother or so to qualify my creditability In 1946 after most operators had moved to the new airport at SGF I still worked for the city as a line boy One bright summer afternoon the two large hangars both had their doors wide open and there were Cubs and Champs sitting outside untied A fast growing cumulus cloud sat just off the east side of the field and it was moving west a bad sign
All of a sudden it was obvious that something was about to happen I was up by the gas pit near the terminal and quickly picked up on the action going on around the hangars People were scurryshying around moving some airplanes into the hangars and tying the others down Then as I watched one of Roscoe Prescotts Aeronca Champs facing north was attacked by the gust front When that east wind hit it it weather-vaned into the wind and began rolling and bouncing backwards across the airport That was beshyfore full swivelsteerable tail wheels and when that wheel would come down and hit the ground the rudder would jerk vioshylently to the side and then the tail would bounce up again I jumped into our big Ford dump truck and gave chase By the time I got close the little Champ was alshy
most out to the runway I jumped out and grabbed the prop
and with some sort of super strength that I do not understand to this day I put my feet up on the cow lin g and pulled that little bulldog down to the ground I held it until help arrived and we pushed it into the hangar I received a grateful thank you from Roscoe which was appreciated but I sure could have used a little stick time in the Champ While all this was going on a BT-13 without an engine rolled straight backward clear across the runway and into a ditch
If you will notice all of my wind stoshyries are of conventional gear airplanes It is just natural for an airplane facing into the wind to want to fly A light empty Cub is a prime example Now if the stick is tied forward the tail will come up and unloadl the wing which is exac tly what we would want Nosewheel airshyplanes will sit pretty tamely unless theyre on a slope where the wing would be at a higher angle of attack
Back in the 1940s the stakes we used were just old automobile rear axles driven into the ground at an angle with the differential gear on top They were heavy and then of course the sledge went along too
Today there are so many really nice well-engineered tiedowns on the market Most use three stakes driven into the ground at different angles That type of setup gives very good protection Good heavy stakes placed outboard of the wing attach pOint will probably hold your airshyplane down in most cases Be sure not to put them directly straight down they will pull right out of the ground
Finally one more horror story A while back I heard about the damage that tying down with chains can do to your airplane If the chains are attached to a fixed secure anchor and if there is the slightest looseness in the chain the airplane will sit and rock in the wind banging up and down against the airshycraft structure The chains have no shock absorption capability and the constant yanking of the chain tided down to a fixed point on the ground can actually ruin the spar or what ever its attached to If you should ever have to use chains make sure that they are very very tight
Many times you will find chains placed along a cable on the ramp that has slack built right in That might help but I still dont li ke chains
When you go to a fly-in take a look around at the airplanes parked near yours to see how they are tied down Share any tips you might have with the other owners You may have your airshyplane secured perfectly but if those upwind are not the airplane you save may be your own
During AirVenture 2003 I spent four early mornings observing all the aircraft tied down in the Vintage area I found that out of 496 aircraft 164 were in my opinion and I photographed them not tied securely Of those 164 24 were tied directly to and only to the little dogshygie ring It might hold your dachshund but not a big dog and definitely not a light plane Disappointingly eight airshyplanes were not tied at all
In conclusion and with many in agreement with me we must number one outlaw the doggie stakes Im always disappointed to find there are vendors who sell that type of tiedown right at AirVenture
I also believe that fly-in announceshyments postings etc should include tiedown requirements and they too should clearly state that doggie stake tiedowns are not acceptable Even the trio of reinforcing rods driven into the ground will perform better in a strong wind than the doggie ring tiedowns
For more information on better tiedown methods visit EAAs AirVenture website at
httpwwwaiventureorg2004Ifyingt ying downhtml and the FAA advisory Circular AC 20-3SC Tiedown SenseI You can also visit the VAA website for an article on constructing a set of tiedowns From the VAA home page at wwwvinshytageaircrattorg click on the bar heading PublicationsI You ll see a tab for Inshyformational Articles click on it and you can naVigate to a listing that inshycludes the article published in the June 2003 issue of Vintage Airplane For a limshyited time a direct link to that article will be shown on the VAA home page
This past year another great tiedown construction article was published on page 110 in the April 2004 issue of EAA Sport Aviation Building a Better Tiedown by Stanley Mann shows you how to conshystruct a variation of the tiedown article published in Vintage Airplane
VINTAGE AIRPLANE 5
BY H G FRAUTSCHY
APRILS MYSTERY ANSWER
Our April Mystery Plane was a favorite of a few of you who wrote in It was the first Navy fighter From the many letters we received heres a sample letter from a longtime member
Glad to see the TS-1 (Curtiss or NAF) as this months Mystery Plane its one of my favorites Like the Ryan M-1 it had a limited production but has its own niche in history as one of the first carrier-based aircraft Ive heard it said that it was the first plane designed from scratch for the purpose of flying from an aircraft carrier Im sure youll get some more informative replies but I might be able to add some I serishyollsly considered building a replica TS-1 after the Ryan maybe some day I still will but in any event I found out through the NASM that the National Archives in College Park Mmyland have drawings of the TS-1 I went there filled out the forms was given white cotton gloves to wear and was allowed to examine original TS-1 drawings Not copies but original linen drawings from 1926 There were
some drawings missing but they were reorganizing and said that there might be more drawings that had not been catashylogued yet There was certainly enough to build from Getting copies was a complicated process but the TS-1 was also feashytured in Skyways magazine several years ago including drawings made from the ones in the National Archives
One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled someshything likePigeon Compartment apparently for the carrier pigeons that the designers thought that all naval aviators would carry with them
The onLy sunivor is ofcourse at the National Museum of Naval Aviation at Pensacola a TS-2 modified to TS-1 conshyfiguration (It was on loan from the NASM and while unable to confirm its new location Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles -HGF) Also TS stood for Turret Shipboard from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships
Andrew King
Don Harris Cherry Hill New Jersey had an explanashytion regarding the markings on our Mystery Plane
At one time TS-1s sported a diving bird logo at the front of the fuselage When it was shown that the logo infringed on one used by a commercial chocolate company its use was discontinued which maybe can explain the bLackened circle on the plane in your magazine
Other answers were received from Orval Fairbairn Daytona Beach Florida William Mette Campbell California Michael McCormick Houston Texas Thomas Lymburn Princeton Minnesota Jim Stubner Mercer Island Washington Clarence Hesser St Augustine Florida Richard Ormsby Phoenix Arizona Charles F Schultz Louisville Kentucky Wayne Muxlow Minneapolis Minnesota Wayne Van Valkenburgh Jasper Georgia and Russ Brown Lyndhurst Ohio
A good source for more information on the TS-1 is Curtiss Aircraft 1907-1947 by Peter Bowers
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JULY 2004 6
My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
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SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
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OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
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~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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the top of the stick which both locked the ailerons and held the stick forward After seeing those L-2s ride out the storm I have always tied my stick forshyward It isnt always easy but for a ship with tandem seating you tie the rear stick with the front seat belt On a Cessna 140 Chief etc I have tied a small soft rope around one control wheel and then around the throttle and over to the right control wheel That way the ailerons and elevators are held fast A rudder lock would be a good idea too Heres an example why
Some years ago our C-140A was tied outside and a gale had been blowing for a day or two out of the west right up the tail of that little 140 You will not believe this The rudder had been pushed to the right so hard and for so long that the litshytle gap seal fairing on the leading edge of the rudder had come out and lodged on the outside of the fin Thats when I fabricated a rudder lock Its a good thing we found that on the walk around for the next flight huh
Being into wind stories I have anshyother or so to qualify my creditability In 1946 after most operators had moved to the new airport at SGF I still worked for the city as a line boy One bright summer afternoon the two large hangars both had their doors wide open and there were Cubs and Champs sitting outside untied A fast growing cumulus cloud sat just off the east side of the field and it was moving west a bad sign
All of a sudden it was obvious that something was about to happen I was up by the gas pit near the terminal and quickly picked up on the action going on around the hangars People were scurryshying around moving some airplanes into the hangars and tying the others down Then as I watched one of Roscoe Prescotts Aeronca Champs facing north was attacked by the gust front When that east wind hit it it weather-vaned into the wind and began rolling and bouncing backwards across the airport That was beshyfore full swivelsteerable tail wheels and when that wheel would come down and hit the ground the rudder would jerk vioshylently to the side and then the tail would bounce up again I jumped into our big Ford dump truck and gave chase By the time I got close the little Champ was alshy
most out to the runway I jumped out and grabbed the prop
and with some sort of super strength that I do not understand to this day I put my feet up on the cow lin g and pulled that little bulldog down to the ground I held it until help arrived and we pushed it into the hangar I received a grateful thank you from Roscoe which was appreciated but I sure could have used a little stick time in the Champ While all this was going on a BT-13 without an engine rolled straight backward clear across the runway and into a ditch
If you will notice all of my wind stoshyries are of conventional gear airplanes It is just natural for an airplane facing into the wind to want to fly A light empty Cub is a prime example Now if the stick is tied forward the tail will come up and unloadl the wing which is exac tly what we would want Nosewheel airshyplanes will sit pretty tamely unless theyre on a slope where the wing would be at a higher angle of attack
Back in the 1940s the stakes we used were just old automobile rear axles driven into the ground at an angle with the differential gear on top They were heavy and then of course the sledge went along too
Today there are so many really nice well-engineered tiedowns on the market Most use three stakes driven into the ground at different angles That type of setup gives very good protection Good heavy stakes placed outboard of the wing attach pOint will probably hold your airshyplane down in most cases Be sure not to put them directly straight down they will pull right out of the ground
Finally one more horror story A while back I heard about the damage that tying down with chains can do to your airplane If the chains are attached to a fixed secure anchor and if there is the slightest looseness in the chain the airplane will sit and rock in the wind banging up and down against the airshycraft structure The chains have no shock absorption capability and the constant yanking of the chain tided down to a fixed point on the ground can actually ruin the spar or what ever its attached to If you should ever have to use chains make sure that they are very very tight
Many times you will find chains placed along a cable on the ramp that has slack built right in That might help but I still dont li ke chains
When you go to a fly-in take a look around at the airplanes parked near yours to see how they are tied down Share any tips you might have with the other owners You may have your airshyplane secured perfectly but if those upwind are not the airplane you save may be your own
During AirVenture 2003 I spent four early mornings observing all the aircraft tied down in the Vintage area I found that out of 496 aircraft 164 were in my opinion and I photographed them not tied securely Of those 164 24 were tied directly to and only to the little dogshygie ring It might hold your dachshund but not a big dog and definitely not a light plane Disappointingly eight airshyplanes were not tied at all
In conclusion and with many in agreement with me we must number one outlaw the doggie stakes Im always disappointed to find there are vendors who sell that type of tiedown right at AirVenture
I also believe that fly-in announceshyments postings etc should include tiedown requirements and they too should clearly state that doggie stake tiedowns are not acceptable Even the trio of reinforcing rods driven into the ground will perform better in a strong wind than the doggie ring tiedowns
For more information on better tiedown methods visit EAAs AirVenture website at
httpwwwaiventureorg2004Ifyingt ying downhtml and the FAA advisory Circular AC 20-3SC Tiedown SenseI You can also visit the VAA website for an article on constructing a set of tiedowns From the VAA home page at wwwvinshytageaircrattorg click on the bar heading PublicationsI You ll see a tab for Inshyformational Articles click on it and you can naVigate to a listing that inshycludes the article published in the June 2003 issue of Vintage Airplane For a limshyited time a direct link to that article will be shown on the VAA home page
This past year another great tiedown construction article was published on page 110 in the April 2004 issue of EAA Sport Aviation Building a Better Tiedown by Stanley Mann shows you how to conshystruct a variation of the tiedown article published in Vintage Airplane
VINTAGE AIRPLANE 5
BY H G FRAUTSCHY
APRILS MYSTERY ANSWER
Our April Mystery Plane was a favorite of a few of you who wrote in It was the first Navy fighter From the many letters we received heres a sample letter from a longtime member
Glad to see the TS-1 (Curtiss or NAF) as this months Mystery Plane its one of my favorites Like the Ryan M-1 it had a limited production but has its own niche in history as one of the first carrier-based aircraft Ive heard it said that it was the first plane designed from scratch for the purpose of flying from an aircraft carrier Im sure youll get some more informative replies but I might be able to add some I serishyollsly considered building a replica TS-1 after the Ryan maybe some day I still will but in any event I found out through the NASM that the National Archives in College Park Mmyland have drawings of the TS-1 I went there filled out the forms was given white cotton gloves to wear and was allowed to examine original TS-1 drawings Not copies but original linen drawings from 1926 There were
some drawings missing but they were reorganizing and said that there might be more drawings that had not been catashylogued yet There was certainly enough to build from Getting copies was a complicated process but the TS-1 was also feashytured in Skyways magazine several years ago including drawings made from the ones in the National Archives
One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled someshything likePigeon Compartment apparently for the carrier pigeons that the designers thought that all naval aviators would carry with them
The onLy sunivor is ofcourse at the National Museum of Naval Aviation at Pensacola a TS-2 modified to TS-1 conshyfiguration (It was on loan from the NASM and while unable to confirm its new location Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles -HGF) Also TS stood for Turret Shipboard from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships
Andrew King
Don Harris Cherry Hill New Jersey had an explanashytion regarding the markings on our Mystery Plane
At one time TS-1s sported a diving bird logo at the front of the fuselage When it was shown that the logo infringed on one used by a commercial chocolate company its use was discontinued which maybe can explain the bLackened circle on the plane in your magazine
Other answers were received from Orval Fairbairn Daytona Beach Florida William Mette Campbell California Michael McCormick Houston Texas Thomas Lymburn Princeton Minnesota Jim Stubner Mercer Island Washington Clarence Hesser St Augustine Florida Richard Ormsby Phoenix Arizona Charles F Schultz Louisville Kentucky Wayne Muxlow Minneapolis Minnesota Wayne Van Valkenburgh Jasper Georgia and Russ Brown Lyndhurst Ohio
A good source for more information on the TS-1 is Curtiss Aircraft 1907-1947 by Peter Bowers
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JULY 2004 6
My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
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JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
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VINTAGE AIRPLANE 29
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APRILS MYSTERY ANSWER
Our April Mystery Plane was a favorite of a few of you who wrote in It was the first Navy fighter From the many letters we received heres a sample letter from a longtime member
Glad to see the TS-1 (Curtiss or NAF) as this months Mystery Plane its one of my favorites Like the Ryan M-1 it had a limited production but has its own niche in history as one of the first carrier-based aircraft Ive heard it said that it was the first plane designed from scratch for the purpose of flying from an aircraft carrier Im sure youll get some more informative replies but I might be able to add some I serishyollsly considered building a replica TS-1 after the Ryan maybe some day I still will but in any event I found out through the NASM that the National Archives in College Park Mmyland have drawings of the TS-1 I went there filled out the forms was given white cotton gloves to wear and was allowed to examine original TS-1 drawings Not copies but original linen drawings from 1926 There were
some drawings missing but they were reorganizing and said that there might be more drawings that had not been catashylogued yet There was certainly enough to build from Getting copies was a complicated process but the TS-1 was also feashytured in Skyways magazine several years ago including drawings made from the ones in the National Archives
One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled someshything likePigeon Compartment apparently for the carrier pigeons that the designers thought that all naval aviators would carry with them
The onLy sunivor is ofcourse at the National Museum of Naval Aviation at Pensacola a TS-2 modified to TS-1 conshyfiguration (It was on loan from the NASM and while unable to confirm its new location Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles -HGF) Also TS stood for Turret Shipboard from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships
Andrew King
Don Harris Cherry Hill New Jersey had an explanashytion regarding the markings on our Mystery Plane
At one time TS-1s sported a diving bird logo at the front of the fuselage When it was shown that the logo infringed on one used by a commercial chocolate company its use was discontinued which maybe can explain the bLackened circle on the plane in your magazine
Other answers were received from Orval Fairbairn Daytona Beach Florida William Mette Campbell California Michael McCormick Houston Texas Thomas Lymburn Princeton Minnesota Jim Stubner Mercer Island Washington Clarence Hesser St Augustine Florida Richard Ormsby Phoenix Arizona Charles F Schultz Louisville Kentucky Wayne Muxlow Minneapolis Minnesota Wayne Van Valkenburgh Jasper Georgia and Russ Brown Lyndhurst Ohio
A good source for more information on the TS-1 is Curtiss Aircraft 1907-1947 by Peter Bowers
THIS MONTH S MYSTERY PLANE COMES TO US FROM THE ARCHIVES OF THE
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JULY 2004 6
My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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~ TNE JOURNAL OF
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Leonard E- Opdycke Editor
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VINTAGE AIRPLANE 31
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My FLIGHT IN AN AEROPLANE Lucerne August 9 1912
here was quite a number of spectashytors in the aeroshydrome some standshying around as if
waiting for something to happen and others grouped around the machine intent on details of conshystruction of this modern wonder -the aeroplane Donning the long brown coat brought to me by an attendant and handing him my hat in exchange for the cap and goggles sent through the crowd knowledge that a man was going to fly There was just a tremor of excitement more felt than exshypressed save in the hasty movements of the onlookers to find the best points of vantage to see the start As I buttoned over the long coat a vest-like garment padded 3 to 4 inches thick with eishyderdown my mother thought I too had caught a little of the tremors and said that I was just a little pale but I vow it was either her exciteshyment or the severe effect of this deep brown raiment on my blond complexion for I had no qualms nor tremors not even as I climbed the ladder and took my seat behind the engine and waited for the aviashytor Monsieur Charles Ingold to settle himself behind me
An attendant gave the propeller a few turns then the buzz of the electric spark for a moment anshyother turn and the blades whirled smoothly fanning back a mild breeze Thus the engine ran for a few seconds and satisfied the aviashytor that it was in the proper mood for a flight A wave of the white flag from the guard stationed ahead showed the course was clear and with a roar the engine swung the propeller into its invis-
WALTER c HILL SR SUBMITTED BY WALTER C HILLJR
ible speed There was a terrific beat of wind in the face and then I felt the great aerodrome sliding behind me It was hard to tell just when motion commenced There was no jerk or unevenness but with incredible swiftness the great doors swept by and then the groups of onlookers hardly disshytinguishable one from another I was conscious all at once that the roll of the wheels had ceased and I looked down to see the grass sloping sharply away in the direcshytion we were going My heart may have been hitting it up just a few licks extra for with the realization that I was flying I took myself in hand to be sure I appreciated all that was happening
We were flying straight into a light breeze and rising The mashychine was perfectly steady and just enough vibration to assure me it was alive The exhaust now had a sharp snappy drone not unpleasant I remembered then that the roar had ceased when we left the aerodrome The propeller sent back a sharp breeze but this grew less as our speed increased and is not more than is felt in a rapidly moving automobile As these impressions were passed whatever fear I had departed I felt perfectly normal and began to look about a rapid survey around and down We were well up and over Lake Lucerne steering straight across The many hotels that stud the deep slopes of the north shore were coming rapidly toward us The great Montana with its enclosed balconies apshypeared to be bound for the very nose of the machine We were apshyparently standing still in mid air and the skyline was moving toshy
ward us Another look down then I could get the sense of motion for we were just over the long Quay National with its wonderful double row of chestnuts and its thousands of afternoon visitors The sight was fascinating We were well up and I had begun to note the various hotels tennis courts boathouses and other fashymiliar points when I noticed the length of the Quay began to swing away to the right-a dreadful drop and a side motion of the machine startled me We were turning to the left and swinging into a direction across the wind There was a slight cricking of the plane and we must have encounshytered some of those air holes the aviators tell us about for there were several sudden drops of a few feet and you could feel the cushions of the air under the plane as it seemed to catch on again A few more of those tremors and for the first time a slight feeling of insecurity With this I began to look about the mashychine again-the regular drone of the engine was reassuring-the broad expanse of the solid-lookshying plane seemed ample and secure Then we swung further around and more into the breeze The machine became steady again and seemed to rest perfectly seshycure against a solid substance We were then headed up the long reaches of th e lake near the southern shore My confidence had returned We were still rising There was an indescribable thrill as we sped along at about 4S miles an hour The air was delightfully cool The view was wonderful with rugged peaks of the Holdshyifeld Range straight ahead-the
VINTAGE AIRPLANE 7
Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
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~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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Rigi and Pilatus to the left and right The mountains looked higher than when viewed from the ground I could see a number of towns both on the lakeshore and inland Looking down the motorboats and lake steamers were like toy things We were about 1000 feet up The wind played a perfect chord on the tight truss wires I had grown so accustomed to the engine I had ceased to notice it The motion was as smooth as could be-you hardly have a sense of motion exshycept when looking down and then it is slow just as slow as the aeroplane appears to move when viewed from 1000 feet below We passed over a village the people looking diminutive and the houses misshapen There were long reaches of beautiful valleys leafing back into the mountains and long string-like streaks for roadways in every direction
I felt that 1 would like to fly on and on-I was enjoying myself
We swung around again across 8 JULY 2004
the lake and took our course back toward Lucerne Again the air holes and an occasional slight list as the crosscurrents caught the windward plane This time I was not afraid I rather enjoyed the slight bounding sensation This time we flew high over the waterfront of the city of Lucerne 1 could see the busy life in the streets but it was all on a pygmy scale I felt no dizziness at looking down-but I do feel it when looking down over the edge of a cliff The comfortable seat and the high sides of the car coming well under the arms give a perfect feeling of security
The descent was as gentle and as free from anything harassing as the ascent In a wide descending spiral we swept around over the aerodrome out over the lake then back to the starting point The acshyceleration of speed was noticeable as we planed down until the enshygine was shut off-then perfect quiet for a couple of minutes touch of the wheels on the soft turf a slight bound into the air
and we rolled right into the aeroshydrome doors The experience was at once thrilling and delightful Thrilling principally because of its novelty probably and I believe the sensation of flight will become as commonplace as the motion of a bicycle or motorcar There is a cershytain exhilaration in the upper air however that should always be a delight and a feeling of freedom from collision that I have never enjoyed in an automobile The motion is very agreeable and free from any jar The slight bounding when going across the air currents is similar to the rise and fall of an automobile over the crest of slight hills on a perfectly smooth asphalt road One is impressed that the aeroplane is no longer a dangerous project but a new fixture in our scheme of locomotion that is here to stay
The machine was a Bleriot Monoplane with a 45-hp engine The aviator a Frenchman recently an instructor of aviation in the German army
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10 JULY 2004
and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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and probes
Special Cable to Th e Washingshy
95th Anniversary of the Channel Crossing
ton Post London July 25 1909-shyBleriots own account of his exshy
ploit which will appear in the Daily Mail tomorrow is graphic He says
It is more important to be the first to cross the channel by aeroshyplane than to have won the prize of 1000 pounds I am more than happy that I have crossed the channel At first I promised my wife that I would not make the attempt Then I detershymined that if one failed I would be the first to come and I am here
At 430 daylight had come A light breeze from the southwest was beginning to blow The air was clear Everything was prepared I was dressed in a khaki jacket lined with wool for warmth over tweed clothes and beneath my engineers suit of the blue cotton overalls My close fitting cap was fastened over my head and my ears
I had neither eaten nor drunk anyshything My thoughts were only upon the flight and my determination to acshycomplish it this morning At 435 the signal is given and in an instant I am in the air my engine making 1200 revolutions almost its highest speed in order that I may get quickly over the telegraph wires along the edge of the cliff As soon as I am over the cliff I reduce my speed There is now no need to force my engine I begin my flight steady and sure toward the coast of England I have no apprehensions no sensations pas du tout
I am alone I can see nothing at all For 10 minutes I am lost
It is a strange position to be alone
Louis Bhriot just prior to departing Calais the morning of July 25 1909
unguided without a compass in the air over the middle of the channel I touch nothing My hands and feet rest lightly on the levers I let the aeroshyplane take its own course I care not whither it goes For 10 minutes I conshytinue neither rising nor falling nor turning and then 20 minutes after I have left the French coast I see the green hills of Dover the castle and away to the west the spot where I inshytended to land
What can I do It is evident that the wind has taken me out of my course I am almost west of Margarets Bay and I am going in the direction of the Goodwin Sands Now it is time to attend to steering I press a lever with my foot and turn easily toward the west reversing the direction in which I am now traveling Now inshydeed I am in difficulties for the wind here by the cliffs is much stronger and my speed is reduced as I fight against it yet my beautiful aeroplane responds
Once more I turn my aeroplane and describing a half-circle I enter the opening and find myself again over dry land Avoiding the red buildings on my right I attempt a landing but the wind catches me and whirls me around two or three times At once I stop my motor and instantly my mashychine falls upon the land from a height of 65 feet In two or three secshyonds I am safe upon your shores Soldiers in khaki run up and a poshyliceman and two of my compatriots are on the spot They kiss my cheek The conclusion of my flight overshywhelms me I have nothing to say but accept the congratulations
Thus ended my flight across the channel The flight could easily be done again Should I do it I think not I have promised my wife that afshyter a race for which I have entered I will fly no moreI
Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
Charles Fligel Butte MT Margaret Denmark Raleigh NC David F Durham Mooresville NC Donald Harvey Concord NC Matthew King Willard NC John W Miller Raeford NC Clarence D Hergert Scottsbluff NE Dr Jack Shuler Londonderry NH John A Zanchi Jr Wolfeboro NH Eugene Bunt Keyport NJ Paul Duffy Woodbury NJ David Vasenden Reno NV ] B Allred Skaneateles NY David Brennan Craryville NY Neil 1 Loveless Fair Haven NY Kurt Lozier Ballston Lake NY Joseph Walker Lancaster NY Konrad K Balunek Avon OH Steve Dalpra Sylvania OH Kenneth R Hagen Lewis Center OH James 1 Wilson Galena OH Charles Baker Grove OK Jeremy Harris Sandy OR John B Bendig Waterford PA William Peblenik Erwinna PA Jaime Maya Sabana Grande PR James Phillip Terry Cumerland RI Lewis Myers Pelzer SC Charlie Sidenstricker Mt Pleasant SC Shope Z Conley Maryville TN Tom Roush Tallassee TN Paul Blanton Austin TX John Cyrier Lockhart TX Gene Di Fonso Arlington TX Robert Ewing Jasper TX Richard] Filip FayetteVille TX Robert Kraft Fort Worth TX Johnnie Smith Montgomery TX Richard P Wingfield McKinney TX Joe Allman Blackstone VA Nolen Dean Harrisonburg VA Michael Henderson Fairfax VA Greg Llafet Arlington VA John Magyar Lorton VA Mike Martin Martinsville VA Peter Schare Barboursville VA Andrew G Shorter Woodbridge VA Richard Sloop Leesburg VA Bryon R Stewart Warrenton VA Pieter F Wielinga Hayes VA Walter F Schwarz Brattleboro VT Roland W Smith MD Bennington VT Mynders R Woodruff Waitsfield VT Charles 1 Zue Vershire VT Eric Gourley Eastsound WA Jim Lang Buckley WA Mike Lavelle Issaquah WA Roy E Palmer Mercer Island WA Daniel N Pearson Brewster WA Eric C Taylor Port Townsend WA Jeff Whitlatch Redmond WA Edward O Brannon Racine WI John Cutting Belgium WI Earl E Janikowsky Milwaukee WI William D Lothman Greendale WI John] Lumley Eagle River WI MaDonna 1 McMahan Wausau WI Charles Stephenson Plover WI Lawrence H Hawkins Parkersburg WV Lawrence Stahl Petersburg WV James Thrush Burlington WV
A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
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Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accesshysories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
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VINTAGE AIRPLANE 29
VINTAGE AIRCRAFT
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VINTAGE AIRPLANE 31
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Carlsons THULIN-BuILT BLERIOT
magine you have a rare airplane one that people love to see fly and you love to share it with othshyers Now imagine you want to show it to folks but the only way to get it there is by freight conshy
tainer Thats what Mikael Carlson must do whenever he chooses to disshyplay his Bleriot XI The logistics are daunting enough when you look at what he and his small crew must go through to take the Bleriot to a site on the European continent where he lives but what about overseas
Undeterred Mikael and his wife Gunilla showed the airplane at both Sun n Fun 2003 and later for the Dayton Air Show
What the admiring crowds got to see was one of the oldest flying airplanes still in existence and they were treated to the sounds and smells of a rotary engineshypowered airplane from the pioneering days of aviation
In 1989 Mikael found his aviashytion treasure in a barn in Sweden Fully intact (but not assembled) it was in remarkably good condition All the parts were in one place and only a few (outside of the origshyinal linen covering and the plywood pieces) of the parts needed to be replaced during the ensuing restoration When comshypleted in 1991 95 percent of the original airframe remained includshying the 50-hp Gnome rotary engine Since its restoration Mikael has logged over 35 hours of flight time in the Bleriot most of it 7-9 minutes at a time Thats over 260 flights in the Bleriot
The Bleriot XI found by Carlson was one of the many built in Eushyrope and the United States under license from Bleriot After Louis Bleriots epic flight across the Engshylish Channel the model XI became a highly sought after aeroplane The XI was designed by Raymond Saulnier who would go on to even
Mikael Carlson
greater fame as an aircraft designer and in cooperation with the brothshyers Leon and Robert Morane they would form Societe Anonyme des Aeroplanes Morane-Saulnier near Paris and produce some of Frances most famous aircraft The model XI was seen as a great advanceshyment in the art of aviation design with its single monoplane wing
VINTAGE AIRPLANE 11
producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
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~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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VINTAGE AIRPLANE 29
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producing less drag than its bishyplane contemporaries The weakest link in the early versions of the airshyplane was the anemic 30-hp 7-cylinder REP engine or the 3shycylinder 2S-hp Anzani engine which tended to overheat Neither engine was really up to the task to adequately power the 700-pound high-drag airframe
Early Swedish aviator Carl Cedshyerstom bought a Blt~riot XI in 1910 and brought it home to Sweden A few years later he sold the airplane to Enoch Thulin who founded the AB Enoch Thulin Aeroshyplanfabrik (AETA) in 1914 and went on to build 23 license-built examples of the Bleriot XI powered by the 7shycylinder SO-hp Gnome Omega rotary engine which was introduced to the aviation market in 1910 The airplane bought by Mikael is the 18th Thulin Type A built and could have been constructed any time between 1914 and 1918 when the company stopped proshyduction on the Type A Except for the engine installation the basic design of the Type A mimicked the design of the 1909 Bleriot XII piece for piece including the obsoshylete wing-warping used to control
the airplane along the roll axis Bleriot had already been using ailerons on earlier aircraft so it is unclear why wing-warping was inshycorporated in this design
Mikael found out about the potential project during convershysations with a model airplane judge who had been judging Carlsons scale models He was nearing completion of a fullshyscale rotary engine-powered Thulin Tummelisa when the judge mentioned that he too owned a Thulin aircraft
It took a few years of gentle coshyercion but in 1986 he was able to buy the Type A after the owner reshyalized that Carlson had the talent and the drive to restore the Bleriot to flying status
Its individual history is a story of serendipitous survival Serial No 18 Thulin Type A was flown in a barnstorming role until 1919
12 JULY 2004
and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
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VINTAGE AIRPLANE 29
VINTAGE AIRCRAFT
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and then was sold at auction in 1920 or 1921 A couple of brothers bought a pair of the Thulin-built Bieriots at the auction and a week later they sold one of the pair to a potential aviator in northern Sweshyden He would have attempted to fly it too if the local police hadnt put a stop to it because he didnt have a pilots license At that he
took the wings off and stored it in a barn and left to work as a carpenter in America
When he returned to Sweden a few years later he asked for some help from a felshylow townsman to dismantle the airplane even further and store it in boxes In one can went the bolts in a box went all the metal fittings The wood structure was bundled up and
the bracing wire coiled up like bailshying wire The engine along with its special tools was disassembled and stored as well There it sat in the barn a pioneer airplane kit until the model airplane judges fashyther bought it for $50 in 1965 They stored it on the second floor of their barn until Mikael Carlson bought it in 1986 Because he was still working on his first homebuilt project the Tummelisa fighter plane replica the Thulin-built
Bleriot would have to wait carve a new mahogany propeller Thanks to the completeness of and all the rubber and other conshy
the project and his good fortune in sumable materials in the airframe having a solid well-preserved enshy were replaced The Swedish airworshygine to rebuild the Bleriots thiness inspector reminded Carlson restoration only took a year He did that he wasnt allowed to deviate
VINTAGE AIRPLANE 13
The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
Charles Fligel Butte MT Margaret Denmark Raleigh NC David F Durham Mooresville NC Donald Harvey Concord NC Matthew King Willard NC John W Miller Raeford NC Clarence D Hergert Scottsbluff NE Dr Jack Shuler Londonderry NH John A Zanchi Jr Wolfeboro NH Eugene Bunt Keyport NJ Paul Duffy Woodbury NJ David Vasenden Reno NV ] B Allred Skaneateles NY David Brennan Craryville NY Neil 1 Loveless Fair Haven NY Kurt Lozier Ballston Lake NY Joseph Walker Lancaster NY Konrad K Balunek Avon OH Steve Dalpra Sylvania OH Kenneth R Hagen Lewis Center OH James 1 Wilson Galena OH Charles Baker Grove OK Jeremy Harris Sandy OR John B Bendig Waterford PA William Peblenik Erwinna PA Jaime Maya Sabana Grande PR James Phillip Terry Cumerland RI Lewis Myers Pelzer SC Charlie Sidenstricker Mt Pleasant SC Shope Z Conley Maryville TN Tom Roush Tallassee TN Paul Blanton Austin TX John Cyrier Lockhart TX Gene Di Fonso Arlington TX Robert Ewing Jasper TX Richard] Filip FayetteVille TX Robert Kraft Fort Worth TX Johnnie Smith Montgomery TX Richard P Wingfield McKinney TX Joe Allman Blackstone VA Nolen Dean Harrisonburg VA Michael Henderson Fairfax VA Greg Llafet Arlington VA John Magyar Lorton VA Mike Martin Martinsville VA Peter Schare Barboursville VA Andrew G Shorter Woodbridge VA Richard Sloop Leesburg VA Bryon R Stewart Warrenton VA Pieter F Wielinga Hayes VA Walter F Schwarz Brattleboro VT Roland W Smith MD Bennington VT Mynders R Woodruff Waitsfield VT Charles 1 Zue Vershire VT Eric Gourley Eastsound WA Jim Lang Buckley WA Mike Lavelle Issaquah WA Roy E Palmer Mercer Island WA Daniel N Pearson Brewster WA Eric C Taylor Port Townsend WA Jeff Whitlatch Redmond WA Edward O Brannon Racine WI John Cutting Belgium WI Earl E Janikowsky Milwaukee WI William D Lothman Greendale WI John] Lumley Eagle River WI MaDonna 1 McMahan Wausau WI Charles Stephenson Plover WI Lawrence H Hawkins Parkersburg WV Lawrence Stahl Petersburg WV James Thrush Burlington WV
A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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The wing-warping control is very evident In this snapshot of Carlsons thulin-built
from the drawings for the ering and the nitrate dope covering ThulinBleriot so its quite exact So whats it like to fly For one right down to the 22 threads per thing early aeroplanes were centimeter for the linen fabric cov- meant to takeoff and land into
14 JULY 2004
the wind Period Fighting a crosswind with an airplane that has roll control that is both slow to react and fairly ineffective is not conducive to a long service life As Mikael pOinted out during our interview light winds are also the best if for no other reashyson than the fact that there are times when a wing drops due to a gust and no amount of wingshywarping seems to bring it up in a time period that the pilot would be happy with
There is not much range beshytween what is needed for cruise power and for descent and with all the bracing wire a drop in RPM means the airplane will come down With twice the horsepower available than the first models of the Bleriot XI its not as fast a deshyscent but theres not much reserve thrust There are a lot of brace wires and a high-drag airfoil plus the bedstead style landing gear with a rotary engine nestled beshytween the posts
Mikaels trust in the airplane tempered with the knowledge hes gained over his hundreds of demonshystration flights allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen With all weve seen over the past century of flight its still a bit breathtaking to see a pioneer era antique airshyplane take to the sky
A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accesshysories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
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VINTAGE AIRPLANE 29
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Just Uke in the Good Old Days
All the Randolph products all the Randolph colors all the Randolph quality An aviation icon is back on the market again to stay
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~ TNE JOURNAL OF
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Leonard E- Opdycke Editor
AERO CLASSIC COLLECTOR SERIES
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VINTAGE AIRPLANE 31
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A grandfathers
TOM MATOWITZ
flew it extensively He was a character and probably one of the most well-liked men Ive ever known It wasnt any wonder He was approachable and interested in others and gathered a remarkable group of people around himself He was democratic about it too His friends included day lashyborers and CEOs and he valued them equally
We flew together often enough for me to justify a trip to the local Army-Navy store where I bought an NOS WW II military flying helmet I pieced together a serviceable pair of AN goggles from parts he gave me and that was about the extent of the equipshyment I had I was taught how to preflight the airplane and from then on when I flew with him it was my job to check the oil and insure that the proshypeller was turned over by hand before the engine started I cleaned the windscreens and brought the parachutes out to the plane for the first flight of the day They were normally locked in the hangar in the hulk of an old refrigerator When Bill took up other passhysengers I was generally the one who made sure they were strapped in securely and briefed them about what to expect Most passengers were nonpilots While they enjoyed their rides I don t know that the experience had any particshyular meaning for them My reaction was different I saw
the Stearman
to take it granted I by that I had grown enough to that it couldnt last forever but no one could have foreseen how it was about to end
By May of 1981 Bill and I had been friends for six years Earlier that year he told me he intended to become a CFI I figured the time for me to get a private was finally at hand We laughed about how the examiner would react if I showed up for a checkride in the Stearman
May 25 was Memorial Day that year Since I worked drivshying a truck for a swimming pool company it was a workshying day for me and I spent 12 hours on the road I came home exhausted and was ready to go to bed around 930 pm My parents were behavshying oddly talking quietly in
Continued from last months issue As it turned out this was
only the beginning One of the men I met that day was named Bill Neff and he was a partner in both Stearmans I think he looked at me and saw himself 30 years earlier In any case during the next six years he was destined to become one of my best friends and through his generosity I spent many hours in the air As for Esther she and I remained on cordial terms but she became interested in a much older man and eventually married him and afterward I seldom saw her
I was spending a lot of time at the airport and didnt lose any time brooding about that I didnt have much money but I was young strong and willshying to work I mowed the runway with an Oliver tractor and a brush hog and cut and split firewood through the warm weather months to proshyvide fuel for the hangars wood stove during the winter I helped in every way I could and my new friend Bill was quick to reciprocate with time in the airplane I learned a lot from him Bill was just turning 50 when I first knew him After serving in the Navy in the Secshyond World War he had learned to fly on the GI Bill
He owned several li ght planes over the course of time starting with a J-3 When I knew him he also owned a Piper Comanche and
VINTAGE AIRPLANE 15
Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
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Toms grandfather George K Scott stands by his Taylor Cub His flights with his very young grandson would leave a lifelong legacy
another room and falling silent when I entered Finally one of them spoke up and said that the television had aired a brief report about a fatal airplane crash in the area They were afraid that it was Bill Offhand I couldnt think of anything that seemed more unshylikely I almost called his home but knew he was probably not exshypected back until much later and I thought I would only alarm his mother needlessly I stayed up to watch the 11 00 news to satisfy myself that he was all right and learned that my parents fears were correct Bill died eight hours earlier in a crash that apparently resulted from an engine failure on takeoff Reports were vague and conflicting and wouldnt have changed the outcome so I never inquired very closely More than 20 years later I still don t have adequate words to describe how I felt His mother was wonderful to me In fact everyone was but I dont think an yon e knew where to begin to try to conshysole me I drifted through th e rest 16 JULY 2004
of the summer somehow and went on to graduate school as planned but I found it very very hard
Ten years passed before I visited an airport again Then I did someshything I hadnt done in a long time I read the aviation classified ads secshytion of Clevelands The Plain Dealer It so happened that someone ran a large ad that day advertising a share in a Stearman for sale Several days later I found myself standing on the ramp of the Geauga County airshyport waiting for a ride in the airplane The pilot and I had a long phone conversation earlier and he was gracious enough to invite me out for a ride It was almost 18 years to the day since my first ride in a Stearman and I felt pretty ambivashylent about it Just as I arrived the pilot returned from a hop with anshyother passenger and proceeded to make one of the worst landings I have ever witnessed I was tempted to quietly get in my car and leave but for some reason I didnt Soon I was strapped into the front seat and we were taxiing to takeoff I wasn t
sure how I felt about this for a numshyber of reasons but it was too late to turn back Soon we reached a pracshytice area where for 10 minutes or so I am sure I subjected this fine old airplane to some of the clumsishyest handling it has ever received Then something happened The pilot spoke quietly in the intershycom IlRelax-lead the next turn with more rudder It started to come back to me I made a series of nicely coordinated turns to headings maintaining a constant altitude throughout After a half hour or so the pilot said IlCan you find the airport I d had sense enough to note several landmarks and set up a course to return My companion said Thats a good heading and proceeded to let me fly for the 20 minutes or so it took to return and enter the pattern He took over and made a nice landing
This brief flight represented anshyother turning point because I made up my mind to take lessons and earn a private certificate which I proceed ed to do I was
Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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Tom and the Engelskirgers Cub the airplane that brought him back to the sky
trained in the now common midshydle-aged Cessnas and Pipers to be seen at any airport I shouldnt disshymiss them lightly I came to regard them pretty highly but learning to fly these aircraft only heightened my interest in the old airplanes
Well conditions had changed pretty radically since I was a kid Now it was necessary to have a tailshywheel endorsement This led to a couple of major obstacles I had to find a suitable tailwheel trainer I could rent and a capable instructor to teach me to fly it Surprisingly the airplane proved to be the easy part An airport right down the road from my parents put a ]-3 on line late in the summer of 1998 That was the intent anyway but various logistical problems prevented it from being reliably available until early 1999 My luck continued to change for the better I was introshyduced to a tailwheel instructor named Karl Engelskirger Of all the good men who figure in this story he and his father Pete would prove to be among the very best
From the day we met Karl struck me as positive and energetic As
this story developed he also proved to be an outstanding comshymunicator endowed with superb skills as a pilot I couldnt have asked for a better role model and mentor We began with a lesson that taught me to manage heel brakes and the correct procedure for hand propping an aircraft withshyout an electrical system With limited visibility over the nose made worse by the tandem seatshying I quickly learned to keep my eyes outside the airplane during all ground operations The airplane itshyself proved to be a remarkable teacher and I quickly came to unshyderstand the reverence for Cubs felt by all pilots fortunate enough to flyone
Our timing was good We were blessed with several weeks of conshysistent good weather We did stalls airwork three-point and wheel landings crosswind landings and go arounds On a beautiful mornshying early in May I found myself alone taxiing to takeoff with a brand new tailwheel endorsement in my logbook I completed my pre-takeoff check cleared for trafshy
fic and taxied onto the runway centerline Holding the stickback I pushed the throttle smoothly forshyward and began the takeoff As the speed gathered I pushed the stick forward The acceleration inshycreased and a moment later the airplane was ready to fly A little backpressure was all it took and the Cub and I were climbing nicely at 55 mph I made the crosswind turn reduced the power and enshytered the downwind leg Soon it was time to apply carburetor heat reduce the power again and enter the base leg With another quick look for traffic I made the turn to final The descent was stable and with the runway made I closed the throttle Moments later came the flare and then it was just a question of correcting any drift and holding the airplane off The wheels touched down and I held the airplane straight with the stick all the way back I had finally soloed a taildragger
There was still much to learn though and that is what I decided to focus on That first year I logged 50 flights in the Cub In due
VINTAGE AI RPLANE 17
The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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The Engelskirgers Waco UPF-7 brings back the pleasures of open-cockpit flying
course this led to other tailwheel airplanes and at one pOint I reshyviewed my logbook and noted experience in nine different types
Certainly the greatest moment came in the summer of 2002 Karl and Pete purchased a 1941 Waco UPF-7 from an estate sale in Dayshyton They flew the airplane home and one fine evening I drove down to see it There was a gathshyering of friends and the whole thing turned into a sort of imshypromptu party I had never seen a UPF-7 before so I looked it over pretty closely At one point I stood at a wingtip just trying to absorb the reality of this new situation when Karls sister Amy apshyproached me and asked To m have you ever flown in a bishyplane I simply said yes
Various minor problems with the airplane had to be corrected before it could be flown routinely and of course Karl a nd Pete wanted to become comfortable with it themselves My turn came in September I had an extensive briefing a couple of familiarizashytion flights and then it was time 18 JULY 2004
to switch to the rear cockpit and really fly it My first takeoff as PIC was an experience If you want an idea of the sight picture from the rear cockpit of a UPF-7 in a threeshypOint attitude kneel on the floor in front of a large dresser and then try to see over it or around it It certainly shows why S-turns are mandatory and why pilots used to sayan airplane should never taxi faster than a man can walk
Getting back to my takeoff it was time to proceed I taxied out to the centerline and reached forshyward and to the right to lock the tail wheel I took one last look for traffic and then smoothly accelershyated the Continental 220 to full power Soon we had enough forshyward speed to make the large rudder effective so I raised the tail It was like turning on the lights in a darkened room Suddenly I could see and it wasnt difficult to make the corrections necessary to maintain directional control Karl said Itll fly now and I apshyplied gentle backpressure and we left the ground Everything seemed under control and I had a moshy
ment to take stock I was climbing steadily at 70 mph indicated and tracking the exshytended centerline perfectly Then came Karls voice again speaking qUietly over the in tercom See Its just like any other airplane I reached the pattern altitude and departed to the south
I was fortunate enough to log several hours in the Waco It involved a lot of landings takeoffs and airwork I even got to fly it on a short cross-country and started to feel like I
was really getting the hang of it We did have one anxious moment
when one of us bumped the carshyburetor heat control in flight and momentarily killed the engine something we were very careful not to repeat All in all it was a great experience and I wish there was more to tell but with very good reason the decision was made to dismantle the airplane for a complete restoration
All of this has caused a lot of reflecting on my part My apprenshyticeship as a Waco pilot has been temporarily interrupted but the airplane will be airworthy again before too long and there are other great airplanes to fly in the meantime My goal was to be preshypared if the opportunity to fly a biplane was ever presented to me again and I feel that I was
Of the many people who worked to make the wish of the child who stood in the hangar door at Knoxville so long ago come true the foremost was my grandfather Wherever he is he must be fiercely proud to see that his pup from 3S years ago went on to fly an open cockpit biplane into the next century
A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
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OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
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~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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A Brief History of Stearman Aircraft
Company
While attending the National
Stearman Fly-In at Galesburg Illinois
in September 2000 I climbed up to
fuel my Stearman From my perch
just ahead of the upper wing I gazed
over acres of beautiful biplanes A toshy
tal of 138 Stearmans had made the
annual pilgrimage to Galesburg Of
these only one aircraft Tom and
Nancy Lowe s C-3R NC799H was
manufactured by the original Stearshy
man Aircraft Company Technically
all the rest of us flew Boeings to
Galesburg However even Boeing
knew the value of a good name
In the introductory section in Peter
Bowers fine book Wings of Stearshy
man there is a photograph of almost
one hundred PT-17s outside the Wishy
ch ita factory awaiting delivery in
1941 Stearman Aircraft had been
part of United Aircraft and Transport
Corporation (which included Boeing)
since 1929 and part of Boeing Airshy
craft Company following a
re-organization in 1934 However
the name Stearman Aircraft appears
in large lettering on the roof of the
plant on the front of the hangar and
even on the water tower In smaller
letters on the factory roof you can
just make out the word ing Boeing Airshy
plane Co So if Boeing called them
Stearmans I guess we can too
A LAN LOPEZ
Lloyd Steannan
Origins In 1924 Ll oyd Stearman Walter
Beech and Clyde Cessna got together and organized the Travel Ai r Manushyfacturing Company in Wichita This un ion was like Ty Cobb Babe Ruth and Ted Williams getting together to h old a cli n ic on hitting As is often t he case with sup er ior talen t and strong personali ties critical mass was soon reached and Lloyd Stearman left in 1926 to start h is own company in Venice California He came up with a sou nd aircraft based on on e of h is Travel Air designs but it did not sell The next year some of h is Wichi ta friends secured sufficien t financing to lure him back to theAir Capita l of the World
Stearman WichitashyThe C-3B
The first production aircraft from t he Wich ita faci l ity was the C-2 which Stearman had designed while in California The earliest models mounted th e time-tested OX-S enshygine Soon this aircraft now deS igna ted C-3B having received ATC 55 (issued July 1928) carried t h e 220-hp 9-cylind er Wright J -S Whirlwind These aircraft were desigshynated 3POLB (3 -place open land biplane) with provision for two passhysengers in th e front cockpit and the pilot in the rear Some C-2s were reshyregistered as C-3s so as to become certificated aircraft As private compashyn ies took over flying the mail in the late 1920s t h ere was a demand for mail-carryi ng airplan es The C-3MB was designed with a mail pit in place of the front cockpit
Joseph Juptner in his US Civil Aircraft had this to say of the Stearshyman C-3B
As the an nals of bygone days in aviation are written the Stearman C-3B will be remembered as one of our all- time greats in early aviashytion The basic design was so excellen t that it remained the basis for every Stearman airplane that was ever built
By nature the Stearmans were extremely rugged in character and their unfailing dependability espeshycially when the chips were down was a byword long known among the folks that fly Its use on
VINTAGE AIRPLANE 19
many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
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~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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many of the early short haul feeder lines of our growing transcontinenshytal air mail system was more than likely one of its greatest claims to fame but it was also very popular with the so-called sportsman pilot of this day who could afford and loved a good airplane with plenty of dash and spirit
The C-3B was a great success for Stearman One of the first compashynies to order the C-3B was Varney Air Lines Walter Varney had been the only carrier to bid on CAM-5 (Contract Air Mail Route 5) between Elko Nevada Boise Idaho and Pasco Washington Much of this route covered sparsely populated and mountainous terrain Winter flying was especially perilous along this route and the attempt to proshyvide year-round service came with a price Weather-related accidents which occasionally included a pilot fatality inevitably occurred
The Stearmans performed well and more important proved to be reliable Air mail was here to stay Revenues grew 40 percent in 1928 over the previous year and Varney claimed a 90 percent performance record In 1929 Varney expanded his service flying to Portland Seatshytle Spokane and Salt Lake City In all approximately 247 C-3B and Cshy3MB aircraft were built
Steannan Cmiddot38 Specifications
Fuel 68 gallons Oil 8 gallons Baggage 52 pounds Gross weight 2650 pounds Useful load 1025 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet Height 9 feet Maximum speed 126 mph Cruise speed 108 mph
Stearman C-3R Business Speedster
It must be remembered that this period immediately followed Lindshyberghs historic crossing and flying fever gripped the nation In addition to revenue operators the late 1920s saw many private individuals in the market for a personal aircraft There was also an awakening to the possishybility of u sing the aircraft as a business tool Although Stearman continued to sell the C-3B a variashytion was designed for the business market and the wealthy private buyer This model deSignated the Cshy3R was called the Business Speedster It was almost a foot longer than the C-3B and sported the new Wright Jshy6-7 225-hp R-760 engine
Although the C-3R (also a 3POLB) was similar to the C-3B in performshyance it was successfully marketed as an upgrade carrying a sleeker look and outfitted with numerous refineshyments including an upholstered front cockpit The C-3R was also approved for EDO floats and 10 of the total production of 38 aircraft were sold to the Peruvian army air force If you wanted to buy a C-3R in 1930 it would have cost $8500 Tom Lowe for many years the president of the Stearman Restorers Association has a beautifully restored C-3R NC799H which he regularly exhibits at the Nashytional Stearman Fly-In
Steannan Cmiddot3R Specifications
Fuel 65 gallons Oil 7 gallons Baggage 60 pounds Gross weight 2754 pounds Useful load 1013 pounds Wingspan Upper 35 feet Lower 28 feet Length 24 feet 11 inches Height 9 feet Maximum speed 130 mph Cruise speed 110 mph
Stearman M-2 Speedmail Walter Varney had succeeded
where all had predicted failure He had not only pioneered an air mail route that many said was unflyable but he had made it profitable In fact his sturdy and reliable Stearman C-3 aircraft were soon struggling to keep up with the volume Varney thought a so lution might be found in Wishychita This excerpt from the Wright company newsletter The Tradewind (February 1930 p 10) describes the excitement surrounding the rollout of a new airplane
Soon rumors leaked out that the Stearman factory was building a new plane a mystery ship radical in size and power Just before dusk on Janushyary 16 1929 after almost every spectator had left Wichita Airport the doors of the Stearman plant were opened and a monster of a plane wheeled out Silver-Winged and trimmed in Varney Blue It was twice the size of any Stearman built previshyously It had a massive newly designed Wright cyclone motor in its nose Someone with abundant imagination said this of its test flight lilt went through the air like a bellowing ghost tearing the twilight to shreds
Thus was born the legend of the Bull Stearman The M-2 known offishycially as the Stearman Speedmail was powered by a Wright R-1750 525-hp Cyclone engine It was designed specifically for increased air mail loads and could carry 1000 pounds of mail Deed Levy chief test pilot for Stearman Aircraft put the new craft through a series of flight tests During one test flight the plane was loaded with bags of lead shot to simulate the 1000 pounds of mail it would carry in the northwest Deed Levy noted in his logbook Test-speed amp Load-142 (mph)-lOOO Ibs
Seven of these large aircraft were manufactured Of these six went to Varney Air Lines and the seventh was purchased by Cliff Durant Dushyrants aircraft had a front cockpit in place of the mail pit and was delivshyered with a Pratt amp Whitney R-1690 525-hp Hornet engine Cliff Durant was the son of Billy Durant one of
2 0 JULY 2004
the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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the founders of General Motors Cliff designed and raced cars at Indianaposhylis and was fascinated with aviation Over the years he probably owned a couple dozen airplanes-Fleets Washycos etc Durant had earlier bought a Stearman C-3B from the factory in 1928
The M-2 was designed with a censhyter section fuel tank in the upper wing which had a capacity of 136 gallons Durant had an additional fuel tank installed in the fuselage with a capacity of 127 gallons Why We dont know for sure but probably not for long cross-country fligh ts Cliff had built a pretentious home in Roscommon Michigan known loshycally as The Castle This was the era of Prohibition and Durant was known for giving some of the best parties anywhere Durants home had two airstrips and was only a short flight from Canada in the big biplane The extra fuselage tank in his Stearman M-2 held 127 gallons-or 635 fifths
Varney was excited about putting these large airplanes with their inshycreased cargo capacity to work and Stearman believed that success in the northwest would lead to orders from other carriers As the new Speedmails were put into service they made quite an impression on the Varney pilots not always favorable Walter Doc Eefsen a Varney pilot recalled
Then the company got larger equipment-the Stearman M-2 all mail 525 hp Wright engine a much faster plane but also a much more troublesome one I had several forced landings with this type I took off from LaGrande [Oregon] Airport where I had stopped to pick up a J4 Whirlwind engine that had been brought out of the Owyhee Mounshytains where a Varney plane had crashed and the pilot killed in a snow storm I had no more than gotshyten up over Hot Lake Pass toward Boise than my engine started to backfire and I had to look for a place to land the plane Over toward the Owyhee Mountains I saw what looked like a stubble field I landed successfully and taxied up to a farm house I checked the engine to find
the guilty cylinder and finding the coolest cylinder took the valve covshyers off and found one rocker arm broken So I took the spark plugs out and also the push rod and the broshyken part of the rocker arm I got two farmers to crank the energia starter and when engaged the engine started at once on eight cylinders The plane took off easily couldnt tell from normal except holding the RPM down some At Boise they were wondering what had become of me They finally heard something to the northwest and within a short time the Stearman was there on the field and the thing itself told the story
Doc Eefsen went on to describe two other forced landings in the M-2 near Burley Idaho On another occashysion when his SpeedmaiJs engine quit while flying in the Columbia Gorge near Arlington Oregon Eefshysen checked over the motor but could find nothing wrong He got a ride about five miles to a phone and called Portland to learn what had been done before the plane had been dispatched Told that a new gas cap had been installed he returned to the plane climbed on top of the upshyper wing and found that the cap had not been vented before it was inshystalled
Problems continued with the big biplane No orders came in to Stearshyman for the M-2 from other operators and Varney soon began to get rid of those remaining in his fleet Of the former Varney Stearman M-2s some wound up as working aircraft in Alaska Most were deshystroyed in crashes in the late 1920s and early 1930s One of the former Varney Speedmails NC9055 was on its way to Alaska in 1939 when it crashed near Teslin Yukon Territory The wreckage of this aircraft was found by Bob Cameron of Whiteshyhorse Yukon in 1989 Bob wrote an excellent article Stearman M-2shyNC9055 A Yukon Adventure in the Stearman Restorers Associations OUTFIT (April 1991) in which he said he hoped to interest somebody in restoring the only remaining Stearman M-2
Steannan M-2 Specifications
Fuel 136 gallons Oil 15 gallons Gross wt 5578 pounds Useful load 2136 pounds Payload 1026 pounds Wingspan Upper 46 feet Lower 32 feet Length 30 feet 2 inches Height 11 feet 11 inches Maximum speed 147 mph Cruise speed 126 mph
Stearman LT- Light Transport
The LT-1 was a natural successor to the M-2 A cabin provided seating for four passengers in place of the cavshyernous mail pit The pilot remained in an open cockpit behind the passhysenger cabin The LT-1 was a slightly enlarged version of the M-2 It was originally designed to mount the same Wright Cyclone engine but afshyter the many engine problems with the Varney M-2s the LT-1 was delivshyered with the Pratt amp Whitney R-1690 525-hp Hornet (the same engine that was on Cliff Durants M-2)
During this time the air mail opershyators were beginning to think about carrying passengers along with the mail and Stearman hoped to capture a piece of that market with the LT-l Stearman probably felt that Varney Airlines would be a natural customer for this aircraft It is likely that after all the problems with the M-2 Varshyney was shopping elsewhere In fact in 1929 Varney acquired its first Boeshying 40B-4 This aircraft was similar to the LT-1 with room for four passenshygers in an enclosed cabin and mounted the same Pratt amp Whitney Hornet engine The Boeing proved to be a reliable aircraft and Varney later acqUired several more
Only three LT-1s were built (in 1929) and these were delivered to Inshyterstate Airlines for use on Contract Air Mail Route 30 from Atlanta to
VINTAGE AIRPLANE 21
Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
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Chicago and to St Louis via Evansshyville Indiana Interstate had already been operating Stearman C-3s and had evidently been satisfied with their performance All three of these aircraft were subsequently acquired by American Airways and were in turn sold to the Canton Government in China in 1933
Steannan LTmiddotl Specifications
Fuel 145 gallons Oil 15 gallons Gross weight 6250 pounds Useful load 2360 pounds Payload 1190 pounds Wingspan Upper 49 feet
Lower 34 feet 6 inches Length 32 feet 6 inches Height 12 feet 6 inches Maximum speed 138 mph Cruise speed 115 mph
Stearman Model 4 The Model 4 was the best airplane
I ever designed declared Lloyd Stearshyman proudly Forty of these aircraft were manufactured during the period 1929-1931 and perhaps a dozen or so remain Juptner has this to say about the Model 4 the handsomest plane that Stearman ever built with the NACA low-drag engine cowling as an integral part of the configurashytion the Stearman 4 was the first production biplane to utilize this deep engine fairing with any measure of success the resulting performance caused other heretofore skeptical manufacturers to take a new look at the advantages to be gained with this type of air-cooled engine streamlinshying A few are still flying and by all accounts this is a fabulous airplane Although it is smaller than the M-2 the Model 4 is larger than the Stearshyman trainer and therefore has occasionally been erroneously reshyferred to as a Bull Stearman
The Model 4 was designed to be eishy
22 JULY 2004
ther a Single-seat mail plane or could be ordered with a two-passenger front cockpit This utility was meant to apshypeal not only to air mail carriers but also to corporations which were beshyginning to use aircraft as promotional platforms sales aids and executive transports In spite of the fact that this aircraft had the misfortune to apshypear during the Depression several were sold to wealthy private owners as well as corporations (particularly oil companies) Some mail plane vershysions went to Canada American Airways bought the final ten examshyples produced The Model 4 known as the Junior Speedmail was ofshyfered with a choice of three engines
4C-Wright ]-6-9 Whirlwind 300 horsepower
4D-Pratt amp Whitney R-985 Wasp Jr 300 horsepower
4E-Pratt amp Whitney R-1340 Wasp Sr 420-450 horsepower
The mail plane carried the M suffix and was known as the Senior Speedmail Three 4EMs were built for Canadian National Airways
There are several of these legendary aircraft still flying with a few more scheduled to be restored in the next couple of years Ron Rex who lives at Leeward Air Ranch in Florida has reshystored his Stearman 4D cn 4025 N774H in the livery of Western Air Express Ron flew his Model 4 to Galesburg a couple of years ago
Addison Pemberton has an outshystanding Model 4 restored as an American Airways aircraft and he flies this aircraft to Oshkosh regularly (Addison is presently restoring a Boeshying Model 40-it is similar to the Stearman LT-1 When completed this will be the only one of these aircraft flying)
Ben Scott of Reno Nevada has been flying his Stearman 4E cn 4005 N663K for years Bens father Keith Scott ordered this aircraft from the Stearman factory in 1929 and took delivery in February 1930 This aircraft was named Grand Champion Antique at Oshkosh 2003
Stearman N489W cn 4037 origishynally a 4CM in service with American Airways has been restored by Bud
Field as a 4E powered by a Pratt amp Whitney R-1340 AN-1 600-hp radial Bud is presently restoring a rare de Havilland DH89 Dragon Rapide and his restorations regularly appear on the cover of EAA Vintage Airplane magazine
Jim Kimball and his son Kevin are presently restoring a Model 4 cn 4003 N665K to be powered by a 450shyhp Pratt amp Whitney R-985 This aircraft is scheduled to be flying someshytime in 2004 The Kimballs besides many other award-winning restorashytions are noted re-creators of the GeeBee Model Z the first aircraft built by the Granville brothers for the purpose of racing and the fastest land plane in the world in 1931
Walt House informs me that the Kansas Aviation Museum has acshyquired the Texaco 4D cn 4027 N569Y and will begin restoration of this aircraft in the near future
Another Model 4 restoration beshylongs to Steve Hamilton of Carson City Nevada Steves 4E cn 4023 N791H was originally the Standard Oil of Louisiana aircraft It mounts an original Pratt amp Whitney R-1340 SC-1 4S0-hp radial engine This aircraft has been meticulously restored by Rick Atkins of Ragtime Aero in Placerville California Rick also did the awardshywinning restoration of Ben Scotts 4E
Perhaps the most legendary of the Model 4 Stearmans were three 4Es built for Standard Oil of California in 1930 They carried the registration numbers NC783H NC784H and NC78SH and were deSignated by Stanshydard Oil as Standard of California Nos 3 4 and 5 Two of these aircraft NC784H and NC785H cn 4021-4022 were certified as Stearman 4E Specials under Group 2 Approval (2-278 10630) With their striking red blue and silver paint schemes speed fairshyings exhaust bayonets and wheel pants they projected a sleek art deco appearance reminiscent of the magnifshyicently designed racing cars of the era Only two of these aircraft remain One has been restored as a Canadian mail plane and is in the Canada Aviation Museum in Ottawa The Museum has
continued on page 29
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
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~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
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Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accesshysories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
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For Sale - 1939 Spartan Executive 3500TT 10 SMOH 21 4-354-6418
TIRES 26x6 8 ply 3 Diamond tread 1 block tread $200 all 650-348-1449
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VINTAGE AIRPLANE 29
VINTAGE AIRCRAFT
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
FLY-IN CALENDAR
Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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Invulnerability DOUG STEWART
I once had a client who owned a straight tailed Cessna 150 His airplane although not a show winner was in rather decent condition The owner was contemplating reshylocating to Arkansas where he was hoping to buy some property with enough acreage to put in a runway albeit a short one In anshyticipation of his potential operation out of a short runway he decided to put a STOl kit on his airplane
The STOl kit certainly improved the short field performance of the 150 Pulling up the Johnson bar to get 40 degrees of barn door flaps gave a fairly short landing as it was but with the addition of the droop tips and vortex generators to the wings it was possible to land this airplane and clear the runway in less than 350 feet without much effort
One day this client decided he would do an experiment to see another way in which the STOl kit affected the airplane s pershyformance Without consulting anyone on the ground he took off and began to climb up over the airport And he climbed and he climbed After a while he was barely visishyble from the ground This airplane although able to land and take off in rather short disshytances was not a rocket ship in climb Slowly the airplanes best rate and best anshygie climb speeds converged as he got closer and closer to the service ceiling of his little aircraft Determining the increase in service ceiling and then finally the abshysolute ceiling was his self-imposed mission
Who knows how long it took him to climb above 12500 feet (any time spent above this altitude beyond 30 minutes requires oxygen for flight crewmembers per regulashytion) or above 14000 feet (oxygen all the time) before he finally reached that point where the airplane would no longer climb I do know however that he did not have oxyshygen on board his airplane Not only was he demonstrating the hazardous attitude of anti -authority but he was also risking his life as he demonstrated the hazardous attishytude of invulnerability
After hearing of his foolish exploit I sadly had to admit to myself that I had failed in trying to foster safe flying habits in this pishylot This same person as a student pilot of mine had demonstrated the very same hazardous attitude of invulnerability on a dual cross-country flight we had taken It was a winter day and there were scattered snow showers about One of these snow showers lay directly in front of us as we flew towards our destination I waited for
him to turn and deviate around the snow shower but instead he penetrated right into the snow As the forward visibility immedishyately dropped to less than a mile he turned to me and with a huge grin said Dont you just love flying in the winter
I was astonished He had seen the snow in front of us and rather than deviate around it had flown right into it My reshysponse to his question was Tell me what the h are you going to do now To which he responded that he would just continue straight ahead and we should come out the other side hopefully in just a little while My questioning about the mountains some of which were not much below our altitude and laying to either side of our route did nothing to impress upon him the danger of our current situation
Taking charge I had him enter a lBO-deshygree turn which at this point had to be done on the instruments as our forward visibility had dropped to almost nothing alshythough we could still see down As we exited the snow squall I entered a dissertashytion on the risks that he had just exposed us to But apparently this fell on deaf ears Although this pilot was in his late fifties his mentality was that of a teenager A mentalshyity that says It can t happen to me Im immortal
Whereas I was able to teach this pilot good stick and rudder skills I was unable to convey upon him the requirements of good aeronautical decision making Throughout the rest of our training together I would attempt to reinforce the lessons we had learned that snowy day in the mounshytains of New Hampshire but apparently I was unsuccessful As the saying goes you can lead a horse to drink but you can t make him water or something to that efshyfect So it is with many pilots No matter how hard one tries it is sometimes impossishyble to teach good decision-making habits
As I have said in the three previous artishycles the difficulties with hazardous attitudes are threefold First we must recogshynize the fact that we harbor the attitude in the first place Second we must learn the antidote for the hazardous attitude and then finally we must apply the antidote
The antidote for the attitude of invulnershyability is It could happen to me But if you carry feelings of omnipotence and inshyvincibility within yourself you will probably have a real hard time convincing yourself that yes it certainly could happen to you
I can t help but think of another pilot I
knew the owner of an old Mooney M20 who departed on his first flight after obtainshying his instrument rating into known icing with three passengers on board I heard how he had received the lecture of his life from his instructor after exposing not only himself but also three innocent and oblivishyous passengers to great risk on that flight
But that lecture was to no avail for not long after that flight he proceeded to fly across the Sierra Mountains at altitudes above 14000 feet without oxygen He reshylated to me how he knew everything was OK because I was able to do very complex mathematical equations in my head and come up with the right answer Right I ll agree that at least he thought he had the right answers
For this particular pilot the problem was not that he could not apply the antidote to his attitude he couldn t accept the fact that he had a serious hazardous attitude in the first place Even with numerous people telling him of the risk to which he exposed himself he continued to do it What finally saved his bamiddot con was a woman he fell in love with
When my ex-wife said to me Its me or the airplane I had to say Gee I sure am gonna miss you But when the ladylove of the aforementioned pilot gave him the same ultimatum his old Mooney quickly went on the auction block Since he had refused to accept the fact that he had some hazardous attitudes that were seriously threatening his safety this was probably the best thing that could have happened to him
I certainly hope that all of you reading this article are not of like character We all including myself harbor at least one if not more hazardous attitudes within our being learning to recognize that fact then learnshying the antidote to the attitude and most importantly applying that antidote will keep us flying a lot longer If you are one of those people who feel invulnerable you need to remind yourself that the truth of the matter is It can happen to you Applying this antishydote to your attitude will be one of those things to help you transition from being a good pilot to being a GREAT pilot I hope you are up to the task
Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Instrucshytor of the Year Visit his website wwwdsflightcom
VINTAGE AIRPLANE 2 5
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Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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~ TNE JOURNAL OF
TN E EARLY AEROPLANE
Leonard E- Opdycke Editor
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Sf~f~~S THE JOURNAL OF ~ THE AIRPLANE 1920-1940
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VINTAGE AIRPLANE 31
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Tile folowing list ofcoming events is fllrnished to Ollr readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-ill seminars fly marshyket etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or e-mail the information to vintageeaaorg Information should be received four months prior to the event date
JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage and egg breakfast Lunch served 11 am-2 pm Info 740shy454-0003
JULY 17- Henning MN-Henning Municipal Airshyport (OSY) 21 st Annual Fly-in Drive-in Breakfast 7am-1 pm Adu lts $5 Children 6 amp under $150 Free breakfast to PIC Friday Night Pilots BBQ at 6pm 100 LL fuel available Classhysics ultralights warbirds vintage Airplane rides donation $12person Door prizes 8shynoon Info 218-583-2270 or 218-583-9092
JULY IS-Algona lA-Algona Municipal Airport Algona Pilots Association Fly-In 6 am-I pm Info Dean 515-332-4012
JULY 2S-0shkosh WI-Vintage Aircraft Association Picnic during AirVenture 2004 Wednesday evening The tram will start taking peoshyple from the Red Barn over to the Nature Center at 530 pm Tickets must be purchased in advance at the VAA Red Barn Each year has been a sell-out purchase your tickets as soon as you arrive on site The meal will be catered by the same great cook as the past few years Type Clubs may purchase tickets for their group and we will reserve tables for those clubs who wish to sit together Info Theresa Books 920-420-6110 or tbooksVaaorg
JULY 30-0shkosh WI-US Moth Club Annual Dinner during AirVenture 2004 Pioneer Inn near Lake Winnebago Cocktails 630 pm dinner 730 pm Directions distributed during Moth Forum Friday morning or by email Please RSVP to Steve Betzler sbetzlerelllpireievel colII
AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (2Dl) 6th Annual Ohio Aeronca Aviators Fly-ln Breakfast Sat 15 Sun 7-11 am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyahoocolII or wwwoaafly-illClJI1l
AUGUST 14-Cadillac MI- Wexford County Airport (CAD) F1y-InDrive-In Breakfast EAA Ch 678 Info 231-779-8113 ilpashadhotlllailcom
AUGUST 21- Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2112 tm((iilaillkcolII
AUGUST 21- Broomfield CO-jefferson County Airport 8th Annual jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick jones T-6 Info Daril 303-423-9846
AUGUST 22-Madison WI-Blackhawk Airport (87Y) Brat amp Bean Feed 11 am - 3 pm Info jim zflieraolcolII
AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info jerry 217shy234-8720
AUGUST 27-29-Sussex Nj-Sussex Airshow Experimentals Ultralights Warbirds Info 973shy875-7337 or wwwslIssexairportillccolII
AUGUST 2S-Niles MI- jerry Tyler Memorial Airport (3TR) VAA Ch 15 will host its annual Corn and Sausage Roast l1am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyahoocolII
26 JULY 2004
SEPTEMBER 4-Marion IN- 14th Annual Fly-In CruiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight amp warbird aircraft and vintage cars trucks motorcycles and tractors Pancake Breakfast Info rayolmsollFlyIIlCruisdllcol1l or wwwFlylnCruiselllcoIIl
SEPTEMBER4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664
SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-In 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003
SEPTEMBER 4-Bremerton WA- Bremerton Nat Airport (PWT) 8th Annual Fly-In Held concurshyrently with the City of Bremertons Ann ual Blackberry Festival (free shuttle tofrom) Panshycake Breakfast 9am Blackberry pie all day at the renown Airport Diner Flightline display Prizes for Best Antique Warbird homebuilt classic greatest distance flown for the event Peoples ChOice people voting eligible for $100 drawing judging Noon-2pm
SEPTEMBER 4-6--Cleveland OH-Burke Lakefront Airshyport 2004 Cleveland Nat l Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat l Air Race and Air Cruise (CA to Cleveshyland) celebrating the 75th Anniversary of Clevelands Nat l Air Races of 1929 Info 216-781shy0747 or wwwcleveialldairshowcolll
SEPTEMBER 6-12-Galesburg ll-Galesburg Municipal Airport (GBG) Drd Natl Stearman Fly-In Everything Stearman Fun and camaraderie Aerobatic formation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts amp soushyvenirs for sale Dawn patrol and breakfast Lunch-time flyouts Pizza party UsO show Anual banquet Info Betty 309-343-6409 stearmal15tearman(1yinco11J or wwwstearmalllyincol1l
SEPTEMBER 10-12-Van Wert OH-Van Wert County Regional Airport Festiva l of Flight 2004 Sentimental journey This years festival is a celebration of the heroes of WWll Vintage planes airshows music tlea market demonshystrations exhibits contests food Info 419-232-4500 or ersonsmsI1com
SEPTEMBER 11-12-Bayport NY-Brookhaven Calabro Airport Annual Fly-In of the Antique Airplane Club of Greater New York Awards for various catshyegories flea market hangar party Info Roy 631-589-0374
SEPTEMBER 12-Mt Morris IL- Ogle County Airport (C55) Ogle County Pilots and EAA Ch 682 FlyshyIn Breakfast 7am-noon Info 815-732-7268
SEPTEMBER IS-Bartlesville OK-48th Annua l Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400
SEPTEMBER IS-Ghent NY- Klinekill Airport (NY1) EAA Ch 146 Fall Fly-In Pancake Breakfast 830-noon $5 Fly-in or drive-in all welcome_ (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758shy6355 or wwweaa146org
SEPTEMBER IS-Middletown OH-Middletown Municipal Airport[MWOI Chris Cakes Panshycake Breakfast Fly-in 8am - 12n Sponsored by the Middletown Aviation Club Info Bob 513shy422-9362SEPTEMBER 18-19--Rock Falls IL-Whiteside County Airport (SQI) North Censhytral EAA Old Fashioned Fly-In Forums workshops fly-market camping awards food amp exhibitors Fun for the entire familv Free admisshysion for all Sunday Sept 19th Sup~r Country Breakfast Pancakes ham sausage eggs fruit cup juice coffee and milk Info IVwIVnceaaorg
SEPTEMBER 23-26--EI Cajon CA-Gillespie Field 22nd Annual West Coast Travel Air Reunion Info Harry 619-583-0758
SEPTEMBER 2S-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-In The name says it all come and see us youll be amazed how friendly and lai d back our family is Food and camping available A certified halfshyfast aircraft asylum (certificate 1) Info 812-866shy3211 or wwwleebottomcom
SEPTEMBER 2S-Topping VA-Hummel Air Field Wings amp Wheels Car amp Air event featuring the Hardees Air Team antique cars amp planes plus fire apparatus tractors amp engines arts amp crafts of all types Awards Grounds open at 6am Parking $5 Special gift for first 200 entries Call for registration costs Info 804-758-4330 itl(owillgsoI1dwlleeilIs or IVWWwillgsalldwlIeeislIs
SEPTEMBER 25-2S-Nashua NH-Boire Field adjacent to the College Daniel Webster College 2004 Aviashytion Heritage Festival Aircraft speakers activities Adult admission is $15 children 6-12 are $7 and children under 5 get free admission Special disshycounts for families seniors veterans and groups_ Info 603-577-6625 or wwwdwcedll
SEPTEMBER 26--Simsbury CT -Simsbury Airport (4B9) 20th Annual Simsbury Fly-In sponsored by Simsbury Flying Club and EAA Ch 324 The largest aviation event of its kind in New Engshyland Live music a contingent of restored military vehicles flybys of interesting aircraft judging of aircraft in 15 categories No admisshysion fee Info Bill Thomas 860-693-4550 wdtl70I1JaSSI1etI1et
OCTOBER 1-3--Pottstown PA- Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 518-73 1-6800 Robertbellallca-ciwmpiorIclllbcol1l or wwwbelarIca-ciwmpioncllbcol1l
OCTOBER I -3--Darlington SC-VAA Ch 3 Fall FlyshyIn All Classes welcome BBQ Friday Aircraft judgingBanquet Sat Info jim WilSOll 843shy753-7138 or eiwilsol1IIOmexpresswIIyl1et
OCTOBER 2-3--Midland TX- Midland IntI Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicreiatiollscafl1qorg
OCTOBER 13-17-Tullahoma TN-Beech Party 2004 A Bonanza Sponsored by the Staggerwing Museum Foundation Twin Beech 18 Society and Bonanza-Baron Museum Owners and enthusiasts welcome Info 931-455-1974
NOVEMBER 4-Madison WI- Blackhawk Airport (87Y) EAA Ch 93 Annual Chili Fly-In 11 am shy200 pm Info jim zflieraolcolll
JULY 27middotAUGUST 2 EM AirVenture Oshkosh Oshkosh WI (OSH) wwwairventureorg
SEPTEMBER 18-19 Virginia State EM Fly-In Petersburg VA (PTS) wwwvaeaaorg
OCTOBER 1-3 Southeast EM Regional Ry-In Evergreen AL (GZH) wwwserfiorg
OCTOBER 7-10 Copperstate EM Regional Fly-In Phoenix AZ (A39) wwwcopperstateorg
~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
Charles Fligel Butte MT Margaret Denmark Raleigh NC David F Durham Mooresville NC Donald Harvey Concord NC Matthew King Willard NC John W Miller Raeford NC Clarence D Hergert Scottsbluff NE Dr Jack Shuler Londonderry NH John A Zanchi Jr Wolfeboro NH Eugene Bunt Keyport NJ Paul Duffy Woodbury NJ David Vasenden Reno NV ] B Allred Skaneateles NY David Brennan Craryville NY Neil 1 Loveless Fair Haven NY Kurt Lozier Ballston Lake NY Joseph Walker Lancaster NY Konrad K Balunek Avon OH Steve Dalpra Sylvania OH Kenneth R Hagen Lewis Center OH James 1 Wilson Galena OH Charles Baker Grove OK Jeremy Harris Sandy OR John B Bendig Waterford PA William Peblenik Erwinna PA Jaime Maya Sabana Grande PR James Phillip Terry Cumerland RI Lewis Myers Pelzer SC Charlie Sidenstricker Mt Pleasant SC Shope Z Conley Maryville TN Tom Roush Tallassee TN Paul Blanton Austin TX John Cyrier Lockhart TX Gene Di Fonso Arlington TX Robert Ewing Jasper TX Richard] Filip FayetteVille TX Robert Kraft Fort Worth TX Johnnie Smith Montgomery TX Richard P Wingfield McKinney TX Joe Allman Blackstone VA Nolen Dean Harrisonburg VA Michael Henderson Fairfax VA Greg Llafet Arlington VA John Magyar Lorton VA Mike Martin Martinsville VA Peter Schare Barboursville VA Andrew G Shorter Woodbridge VA Richard Sloop Leesburg VA Bryon R Stewart Warrenton VA Pieter F Wielinga Hayes VA Walter F Schwarz Brattleboro VT Roland W Smith MD Bennington VT Mynders R Woodruff Waitsfield VT Charles 1 Zue Vershire VT Eric Gourley Eastsound WA Jim Lang Buckley WA Mike Lavelle Issaquah WA Roy E Palmer Mercer Island WA Daniel N Pearson Brewster WA Eric C Taylor Port Townsend WA Jeff Whitlatch Redmond WA Edward O Brannon Racine WI John Cutting Belgium WI Earl E Janikowsky Milwaukee WI William D Lothman Greendale WI John] Lumley Eagle River WI MaDonna 1 McMahan Wausau WI Charles Stephenson Plover WI Lawrence H Hawkins Parkersburg WV Lawrence Stahl Petersburg WV James Thrush Burlington WV
A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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VINTAGE AIRPLANE 29
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Copyrighl copy2004 by Ihe EM Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091middot6943) IPM 40032445 is publisheo and owneo exclusively by the EM Vinlage Aircraft Association of the Experimental Aircraft Association and is publisheo monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903middot3086 Periodicals Postage paid al Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes 10 EM Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903middot3086 Return Canadian issues to Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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Just Uke in the Good Old Days
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Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
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First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
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Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~ TelePhone 800-247-8473 or
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TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 wwwdessercom
Sf~f~~S THE JOURNAL OF ~ THE AIRPLANE 1920-1940
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~ss IT TO BUCK
BY EE BUCK HILBERT EAA 21 VAA 5 PO Box 424 UNION IL 60180
Asticking valve How many of us have had a
rough-running engine when we first start Maybe it lasted only a short time two or three minutes at the most or maybe even up to the time we do our run-up and magneto check Extra throttle seems to cure the problem and we came out here to fly so lets do it
Could be we had a sticking valve When was the last time you flew How long has the engine been sitting
This could be critical in diagnosshying the reason for the roughness A little rust or maybe some varnishing on the valve stem Both of these can occur when the engine has been idle and not run for a period of time And this can happen in as little as a week or 10 days
Clearance between the guide and the valve stem is critical Any debris that fouls up that clearance can inshyhibit proper operation
Todays super-refined oils help a lot The old straight weight mineral oils didnt have the fancy additives we have nowadays and these modshyern oils do minimize the tendency of stem and guide contamination They also assure that the oil does its three jobs We all know oillubrishycates that the circulation helps cooling and that oil suspends conshytaminates keeping the engine interior clean The black you see afshyter eight or 10 hours of running is a sign that the oil is doing its job
Back to the sticking valve Usually its an exhaust valve sticking If you detect the problem you can someshytimes head it off by changing the oil Keeping that oil doing its job is your responsibility If you have a full-flow filter you should change
oil about every 50 hours or less if it looks really dirty youve worked it hard or youre flying off a dirty dusty field Keep that air filter clean too sucking in dirt through the inshyduction system can do nasty things With a pressure screen filter like most of the older engines dont go past 25 hours
A good practice is to change the oil every four or five months whether you have reached the time limit or not The cleaning function of the oil is abrogated by long-term inactivity The dirt precipitates out lying in the bottom of the case and in all the little cavities in the engine and a cold start will see this gunk chasing all through the engine
What does oil cost Not much when you consider the cost of an engine overhaul along with the downtime or even worse a forced landing someplace you didnt want to be
Back to the sticking valve A worst-case scenario is to have that valve stick closed When that hapshypens somethings got to give The pushrod may bend trying its best to open that valve When it does itll take out the pushrod shroud or tube Oh man Now we have a bad oil leak That pushrod tube is the oil reshyturn line from the rocker arm lube system Break that and youll lose quantity You wont have pressure loss at least not until the quantity gets real low
A valve sticking closed will someshytimes put an extraordinary load on the cylinder head This can cause cracking and we dont want that happening either Sticking open will cause roughness The pushrod will
rattle around and youll be looking for an airfield
The old early Wright Whirlwind Kinner and Warner radials didnt have overhead oiling Prior to every flight it was standard proceshydure to grease the rocker arms oil up the valve stems cross your finshygers and go
They got oil and grease all over the airplane the windshields the pishylot and anything and everyone in the propwash When the oil and blobs of grease stopped slobbering youd better be near your destinashytion or an aUXiliary field because sure as shootin a valve was soon to start sticking
If you were lucky it stuck open The pushrod would fall out and you were short one cylinder and getting some popping back through the inshyduction system Land get the oil can and lube the devil out of it and all the rest of them shoot some grease into the rockers and you were on your way again
So much for the old days Now we have pressure-Iubed valve trains sophisticated oil and if youre using 100LL fuel plenty of lead to help lube those valve stems
If your engine tells you it has a bellyache do something about it Check out the possible ailment Maybe it isnt a valve maybe its just a lead- or oil-fouled spark plug an ignition lead or the magneto points In any event since we cant just pull over to the curb and open the hood to look for the problem make sure that engine checks out and keeps you in theak ~
Over to you (( -Bt1c
VINTAGE AIRPLANE 27
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
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A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
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Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accesshysories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
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For Sale - 1939 Spartan Executive 3500TT 10 SMOH 21 4-354-6418
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VINTAGE AIRPLANE 29
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FOREIGN MEMBERSHIPS Please submit you r remittance with a check or draft drawn on a United States bank payable in United States dollars Add req uired Foreign Postage amount for each membership
Me mbersh ip dues to EAA and its d ivisions are not tax deductible as charitable contributions
Copyrighl copy2004 by Ihe EM Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091middot6943) IPM 40032445 is publisheo and owneo exclusively by the EM Vinlage Aircraft Association of the Experimental Aircraft Association and is publisheo monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903middot3086 Periodicals Postage paid al Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes 10 EM Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903middot3086 Return Canadian issues to Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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 No renumeralion is made Malerial shouk] be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903middot3086 Phone 920426middot4800
EMreg and SPORT AVIATlO~ the EM Logoreg and AeronauticaTlltl are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation Inc The use of this trademark without the pennission of the EM Aviation Foundation Inc is strictly prohibited
30 JULY 2004
Just Uke in the Good Old Days
All the Randolph products all the Randolph colors all the Randolph quality An aviation icon is back on the market again to stay
800-362-349degltOr e-mail us at info randolphaircraftcom ~
~~
~ TNE JOURNAL OF
TN E EARLY AEROPLANE
Leonard E- Opdycke Editor
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~ TelePhone 800-247-8473 or
DESSERffi 323-721-4900 FAX 323-721-7888 6900 Acco St Montebello CA 90640
TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 wwwdessercom
Sf~f~~S THE JOURNAL OF ~ THE AIRPLANE 1920-1940
David Ostrowski Editor -_ --__---
OUR TWO JOURNALS WHICH CONTAIN
information on current projects news of museums and air shows technical drawings and data aeroplanes engines parts for sale scale modelling material your wants and disposals news of current publications information on paint and color photographs historical research workshop notes
SERVICES WE PROVIDE
early technical books magazines FREE BACK ISSUE FOR NEW SUBSCRIBERS copies of original drawings manuals MENTION THIS AD assistance in locating parts
information WORLD WAR 1 ~ INC back issues of the 2 Journals 15 Crescent Road bull Poughkeepsie NY 12601 USA bull 845-473-3679
donated copies of early aviation books a worldwide networking service SAMPLE ISSUES $4 + $3 postage
VINTAGE AIRPLANE 31
Jerry Coates Goodyear Al
bull Retired Boeing engineer
bull Licensed pilot since July 195Q
bull Lifes dream airplane -Cessna 180 - bears spouses name Awesome Anni
AUA makes me feel like family AUAs rates are the best
I have checked around with so called 180 specialists in
the insurance game so I know Thank you for your
continued superior service Thank you very much
- Jerry Coates
call 800middot843 middot36 J2
AUA~ Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included bull fleet discounts for multiple aircraft carrying all risk coverages bull No hand-propping exclusion No age penalty No component parts endorsements bull Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY
wwwauaonlinecom
Aircraft Pa --me Day
at Competitive Prices lu hipping
~nc SU PI R~~R ~J~7I~ A I R PAR T SIN C
Order On-Line 24n365 wwwaircraft-specialtiescom Aircraft Specialties Services is your complete one stop
aircraft parts and pilot supplies supercenter You ll know were serious by the brands we keep Superior Air Parts Continental Lycoming ECI Air Support Goodyear Rapco Gill Brackett Champion Lord 3M just to name a few
You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
when you need it Because of our central location in Tulsa orders shipped with the major carriers arrive in a very timely manner almost anywhere in the United States
Aircraft Specialties Services goal is to keep general aviation alive and well So in addition to our machining division our parts and supplies division is designed for timely service and convenience You can save big with our reconditioned parts then make sure you have everyshything you need to get back in the air fast all in one convenient stop web visit or phone call
On all in-stock merchandise on orders received by 300 pm cor
1middot800middot826middot9252 Now The Exclusive Distributor For
AIRCRAFT SPECIALTIES SERVICES 2860 N Sheridan Road Tulsa OK 74115 Phone 918-836-6872 Fax 918-836-4419
NEW MEMBERS Mick Roberts Canberra ACT Australia John C Paul Romsey Victoria Australia Nigel D Carter Slough Berks Great Britain Andrew DowIe Tonbridge England Richard Audren Les Essarts Ie ROi France Bernard Black Surrey Great Britain Takeyuki Yamashita Gunma Japan Richard Bould Auckland New Zealand Paul Finch Ashburton New Zealand Tony Payne Auckland New Zealand Jim Chapman Ch ristchurch Canterbury New Zealand Norman Giles Albertville AL Gary Meldrum Chino Valley AZ Lawrence] Portouw Fort Huachuca AZ Bruce E Estes Foster City CA Roger 1 Hunter Millbrae CA Steven Leisch Morgan Hill CA Bob Lotter San Juan Capistrano CA Bob F Oliver Alamo CA Gerhard Schapp Riverside CA Harold Schooler Chico CA Walter Wofford Auburn CA Barry] Hicks Parachute CO Robert E Newhall Boulder CO Victor W Whitehead Parker CO Karl Wiemer Greenwich CT Fred C Brown Treasure Island FL Sterling R Brown Lakeland FL Charles J DiPardo Parkland FL James R Gibson Polk City FL Warren 1 Hall Okeechobee FL Jim Layman Lauderhill FL James M Rinehart Tampa FL Maurice Rivenbark Floral City FL Robert Roknick Summerfield FL Calvin Smith Orange Park FL W Marsh Smith Miami FL Robert H Trumpolt Port Orange FL Michael Uzlik Mulberry FL Charles Willard Vero Beach FL Jim E Wilson Key West FL Philip Winkler Tampa FL Gary D Austin Kennesaw GA Charles H Bowser Newnan GA Paul V Kelley Atlanta GA Rebecca Krengel Marengo IL William G Parrillo Westmont IL Christopher Sellers Woodstock IL Michael Vonic Hampshire IL Ken Ward Chicago IL Einer Freeburg New Castle IN Dennis A Harmon Sullivan IN David R Ward Tell City IN Matt Hall Garfield KS Weeden R Nichols Hays KS Lynn Norton Leawood KS Dwayne E Hargrove Louisville KY Shannon Elliott Lafayette LA James M Fitch St Francisville LA Loyd Mitchell Baton Rouge LA Tom E Whiting Greenwell Springs LA Stephen Gordon Kent Wenham MA Theodore C Southworth South Orleans MA Sharon Tinkler Edgewater MD Thomas Botsford Eaton Rapids MI Bill Conway New Buffalo MI Larry Hoffman Coldwater MI Chris C Erickson Coon Rapids MN Darwyn R Haveri Finland MN Jeff Ingebrightson Columbia Heights MN Richard P Smith Gravois Mills MO Charles Wayne Brown Helena MT
28 JULY 2004
Charles Fligel Butte MT Margaret Denmark Raleigh NC David F Durham Mooresville NC Donald Harvey Concord NC Matthew King Willard NC John W Miller Raeford NC Clarence D Hergert Scottsbluff NE Dr Jack Shuler Londonderry NH John A Zanchi Jr Wolfeboro NH Eugene Bunt Keyport NJ Paul Duffy Woodbury NJ David Vasenden Reno NV ] B Allred Skaneateles NY David Brennan Craryville NY Neil 1 Loveless Fair Haven NY Kurt Lozier Ballston Lake NY Joseph Walker Lancaster NY Konrad K Balunek Avon OH Steve Dalpra Sylvania OH Kenneth R Hagen Lewis Center OH James 1 Wilson Galena OH Charles Baker Grove OK Jeremy Harris Sandy OR John B Bendig Waterford PA William Peblenik Erwinna PA Jaime Maya Sabana Grande PR James Phillip Terry Cumerland RI Lewis Myers Pelzer SC Charlie Sidenstricker Mt Pleasant SC Shope Z Conley Maryville TN Tom Roush Tallassee TN Paul Blanton Austin TX John Cyrier Lockhart TX Gene Di Fonso Arlington TX Robert Ewing Jasper TX Richard] Filip FayetteVille TX Robert Kraft Fort Worth TX Johnnie Smith Montgomery TX Richard P Wingfield McKinney TX Joe Allman Blackstone VA Nolen Dean Harrisonburg VA Michael Henderson Fairfax VA Greg Llafet Arlington VA John Magyar Lorton VA Mike Martin Martinsville VA Peter Schare Barboursville VA Andrew G Shorter Woodbridge VA Richard Sloop Leesburg VA Bryon R Stewart Warrenton VA Pieter F Wielinga Hayes VA Walter F Schwarz Brattleboro VT Roland W Smith MD Bennington VT Mynders R Woodruff Waitsfield VT Charles 1 Zue Vershire VT Eric Gourley Eastsound WA Jim Lang Buckley WA Mike Lavelle Issaquah WA Roy E Palmer Mercer Island WA Daniel N Pearson Brewster WA Eric C Taylor Port Townsend WA Jeff Whitlatch Redmond WA Edward O Brannon Racine WI John Cutting Belgium WI Earl E Janikowsky Milwaukee WI William D Lothman Greendale WI John] Lumley Eagle River WI MaDonna 1 McMahan Wausau WI Charles Stephenson Plover WI Lawrence H Hawkins Parkersburg WV Lawrence Stahl Petersburg WV James Thrush Burlington WV
A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
Something to buy sell or trade Classified Word Ads $550 per 10 words
180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 12 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insershytion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426shy4828) or e-mail (cla ssadseaa org) using credit card payment (all cards accepted) In shyclude name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBln BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaofcom Website wwwramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairplanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website With The Pilot In Mind
(and those who love airplanes)
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accesshysories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
Flying wires avai lable 1994 pricing Visit wwwfyingwirescom or caIi SOO-517-9278
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 21 4-354-6418
TIRES 26x6 8 ply 3 Diamond tread 1 block tread $200 all 650-348-1449
UC-78 cowling front and boot $1500 734shy426-4038
VINTAGE AIRPLANE 29
VINTAGE AIRCRAFT
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President Vice-President Espie Butch Joyce Geo rge Daubner 704 N Regional Rd 2448 Lough Lane
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Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Ave 7215 East 46th St Albert Lea MN 56007 Tulsa OK 74 147
507middot373middot1674 918middot622middot8400 stnesldeskmediacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush Hill Road Sherborn MA 01770
508middot653middot7557 sst lOltomcastnet
David Bennett PO Box 1188
Roseville CA 95678 916middot645middot8370
anHquerinreachcom
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507middot263middot2414
mj bfch ldrconnectcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773middot779middot2 105
photopilotaolcom
Dave Clark 635 Vestal Lane
Plainfield IN 46168 317middot839middot4500
davecpdregiquestnet
John S Copeland 1 A Deacon Street
Northborough MA 01S32 508middot393middot4775
copeland ljunocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcoutsonS 16cscom
Roger Gomoll 8891 Airport Rd Box C2
Blaine MN 55449 763middot786-3342
pledgedriveltamsncom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317middot293middot4430
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30 JULY 2004
Just Uke in the Good Old Days
All the Randolph products all the Randolph colors all the Randolph quality An aviation icon is back on the market again to stay
800-362-349degltOr e-mail us at info randolphaircraftcom ~
~~
~ TNE JOURNAL OF
TN E EARLY AEROPLANE
Leonard E- Opdycke Editor
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~ TelePhone 800-247-8473 or
DESSERffi 323-721-4900 FAX 323-721-7888 6900 Acco St Montebello CA 90640
TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 wwwdessercom
Sf~f~~S THE JOURNAL OF ~ THE AIRPLANE 1920-1940
David Ostrowski Editor -_ --__---
OUR TWO JOURNALS WHICH CONTAIN
information on current projects news of museums and air shows technical drawings and data aeroplanes engines parts for sale scale modelling material your wants and disposals news of current publications information on paint and color photographs historical research workshop notes
SERVICES WE PROVIDE
early technical books magazines FREE BACK ISSUE FOR NEW SUBSCRIBERS copies of original drawings manuals MENTION THIS AD assistance in locating parts
information WORLD WAR 1 ~ INC back issues of the 2 Journals 15 Crescent Road bull Poughkeepsie NY 12601 USA bull 845-473-3679
donated copies of early aviation books a worldwide networking service SAMPLE ISSUES $4 + $3 postage
VINTAGE AIRPLANE 31
Jerry Coates Goodyear Al
bull Retired Boeing engineer
bull Licensed pilot since July 195Q
bull Lifes dream airplane -Cessna 180 - bears spouses name Awesome Anni
AUA makes me feel like family AUAs rates are the best
I have checked around with so called 180 specialists in
the insurance game so I know Thank you for your
continued superior service Thank you very much
- Jerry Coates
call 800middot843 middot36 J2
AUA~ Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included bull fleet discounts for multiple aircraft carrying all risk coverages bull No hand-propping exclusion No age penalty No component parts endorsements bull Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY
wwwauaonlinecom
Aircraft Pa --me Day
at Competitive Prices lu hipping
~nc SU PI R~~R ~J~7I~ A I R PAR T SIN C
Order On-Line 24n365 wwwaircraft-specialtiescom Aircraft Specialties Services is your complete one stop
aircraft parts and pilot supplies supercenter You ll know were serious by the brands we keep Superior Air Parts Continental Lycoming ECI Air Support Goodyear Rapco Gill Brackett Champion Lord 3M just to name a few
You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
when you need it Because of our central location in Tulsa orders shipped with the major carriers arrive in a very timely manner almost anywhere in the United States
Aircraft Specialties Services goal is to keep general aviation alive and well So in addition to our machining division our parts and supplies division is designed for timely service and convenience You can save big with our reconditioned parts then make sure you have everyshything you need to get back in the air fast all in one convenient stop web visit or phone call
On all in-stock merchandise on orders received by 300 pm cor
1middot800middot826middot9252 Now The Exclusive Distributor For
AIRCRAFT SPECIALTIES SERVICES 2860 N Sheridan Road Tulsa OK 74115 Phone 918-836-6872 Fax 918-836-4419
A Brief History of Stearman Aircraft Company continued from page 22
this to say about the 4E The Stearshyman 4 is considered by some to be the ultimate civil biplane in North Amershyica The Stearman 4 was the first North American production aircraft to use the new aerodynamically efficient NACA engine cowl In their heyday Stearman 4s were the fastest aircraft in Canadian skies (Canada Aviation website (wwwaviationnmstcca)
The only Stearman 4E flying of those built for Standard Oil of Calishyfornia is NC785H It was restored by Posey brothers at Pitcairn Aviation in Robbinsville New Jersey (1999shy2003) Extensive research combined with Mike Poseys painstaking atshytention to detail make this an almost breathtakingly beautiful example of 1930 design brought back to fly once again
Stearman 4E Specifications (w420middothp Wasp)
Fuel 106 gallons
Oil 10 gallons
Gross weight 3936 pounds
Useful load 1510 pounds
Payload 629 pounds
Wingspan Upper 38 feet Lower 28 feet
Length 26 feet 4 inches
Height 10 feet 2 inches
Maximum speed 158 mph
Cruise speed 130 mph
On August IS 1929 Stearman Airshycraft was acquired by United Aircraft and Transport Stearman stayed on while his favorite design the Model 4 was delivered to private corporate and air carrier owners He was also at work on several new designs for the company However the Depression was taking a tremendous toll on American business and the aircraft industry was no exception Furthershymore Stearman began to chafe in the unaccustomed role of corporate emshyployee In December 1930 a little
more than a year after United Aircraft took over Stearman resigned as presishydent of Stearman Aircraft He continued to serve on the board of directors until June 1931
Stearman Aircraft as an independshyent concern headed by Lloyd Stearman lasted less than two years from Sepshytember 1927 to August 1929 In this brief time Stearman designed several models of aircraft that saw service with American and Canadian air mail carrishyers corporations and also private owners The Model 4 aircraft particushylarly those built for Standard Oil of California with speed fairings and wheel pants represents the pinnacle of biplane design As antiques some might deem them obsolete today-in the manner one might consider a Dueshysenberg or Bugatti obsolete The Stearman name and legend fly on
Bibliography Stearman Aircraft Order and Delivery
Ledger (courtesy of Walt House Kansas Aviation Museum)
Walter Doc Eefsen Memoirs (courtesy of Marie Eefsen)
Bruce Bissonette The Wichita 4 Cessna Moellendick Beech amp Stearshyman Aviation Heritage 1999
Peter Bowers Wings ofStearman Flyshying Books International 1998
D D Jackson et ai Flying the Mail Time-Life Books 1982
Joseph Juptner u S Civil Aircraft Seshyries vols 1-3 Aero Publishers 1962
The Tradewind February 1930 p 10 Stearman Aircraft Company advertisshy
ing pamphlet Aero Digest October 1930 p28
Biplane Odyssey Flying the Stearshyman to Every US State and Canadian Province in North Amershyica by Alan Lopez 382 pages with color photographs is available from Mountain Press PO Box 507 Princeton NJ 08542 or wwwBiplaneOdysseycom for $25 plus $3 shipping per copy New Jersey residents add 6 tax The author will autograph the book on request
~ VINTAGE TRADER
Something to buy sell or trade Classified Word Ads $550 per 10 words
180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 12 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insershytion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426shy4828) or e-mail (cla ssadseaa org) using credit card payment (all cards accepted) In shyclude name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBln BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaofcom Website wwwramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairplanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website With The Pilot In Mind
(and those who love airplanes)
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accesshysories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
Flying wires avai lable 1994 pricing Visit wwwfyingwirescom or caIi SOO-517-9278
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 21 4-354-6418
TIRES 26x6 8 ply 3 Diamond tread 1 block tread $200 all 650-348-1449
UC-78 cowling front and boot $1500 734shy426-4038
VINTAGE AIRPLANE 29
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Espie Butch Joyce Geo rge Daubner 704 N Regional Rd 2448 Lough Lane
Greensboro NC 27409 Hartford WI 53027 336middot668middot3650 262middot673middot5885
windsockaolcom vaaflyboymsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Ave 7215 East 46th St Albert Lea MN 56007 Tulsa OK 74 147
507middot373middot1674 918middot622middot8400 stnesldeskmediacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush Hill Road Sherborn MA 01770
508middot653middot7557 sst lOltomcastnet
David Bennett PO Box 1188
Roseville CA 95678 916middot645middot8370
anHquerinreachcom
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507middot263middot2414
mj bfch ldrconnectcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773middot779middot2 105
photopilotaolcom
Dave Clark 635 Vestal Lane
Plainfield IN 46168 317middot839middot4500
davecpdregiquestnet
John S Copeland 1 A Deacon Street
Northborough MA 01S32 508middot393middot4775
copeland ljunocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcoutsonS 16cscom
Roger Gomoll 8891 Airport Rd Box C2
Blaine MN 55449 763middot786-3342
pledgedriveltamsncom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317middot293middot4430
dalefayemsncom
Jea nnie Hill PO Box 328
Harvard Il 60033middot0328 815middot943middot7205
dinghaoowcnet
Steve Krog 1002 Heather Ln
Hartford WI 53027 262middot966middot7627
sskrogregaolcom
Robert D Bob Lumley 1265 South 124th St Brookfield WI 53005
262middot782middot2633 lumperexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817middot491middot9110
n03captf1ashnet
Dean ruchardson 1429 Kings Lynn Rd
Stoughton WI 53589 608middot877middot8485
daraprilairecom
Geoff Robison 1521 E MacGregor Dr New Haven IN 46774
260middot493middot4724 chief7025aol com
SH Wes Schmid 2359 Lefeber Avenue
Wauwatosa WI 53213 414middot771middot1545
shschmidmi lwpccom
DIRECTORS EMERITUS
Gene Chase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920middot231middot5002 815middot923middot459 1
GRCHACharternet b7acmcnet
Membership Services Directory_ ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Site httpwwweaaorg and ttpwwwairventureorg E-Mail vintage eaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFl)
bull Address changes bull Merchandise sales bull Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory middot 732-885-6711 Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Education 888-322middot3229
bull EAA Air Academy bull EAA Scholarships
Flight Advisors information 920-426-6864 Flight Instructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles 877-806-8902 Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan 866-647-4322 Term Life and Accidental 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 FAX 920-426-4828
bull Submitting article photo bull Advertising information
EAA Aviation Foundation Artifact Donations 920middot426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Associshyation Inc is $40 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
VINTAGE AIRCRAFT ASSOCIATION Curren t EAA members may join the Vintage
Aircraft Associaton and receive VINTAGE AIRshyPLANE magazine for an additional $36 per year
EAA Membership VINTAGE A IRPLANE magaZine and one yea r membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in shycluded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the Internashy
tional Aerobatic Club Inc Division and receive SP OR T AER OBATICS magazine for an addishytional $45 per year
EAA Membership SPOR T AER OBATICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT
AVIATION magazine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA Warshy
birds of America Division and receive WARBlRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magazine and one year membership in the Warbirds Divishys io n is available for $50 per year (SP OR T AVIATION magaZine not included) (Add $7 for Foreign Postage)
EAA SPORT PILOT Current EAA members may add EAA SPOR T
PILOT magaZine for an additional $20 per year EAA Membership and EAA SPORT PILOT
magazine is available for $40 per year (SPOR T AVIATION magazine not included) (Add $16 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit you r remittance with a check or draft drawn on a United States bank payable in United States dollars Add req uired Foreign Postage amount for each membership
Me mbersh ip dues to EAA and its d ivisions are not tax deductible as charitable contributions
Copyrighl copy2004 by Ihe EM Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091middot6943) IPM 40032445 is publisheo and owneo exclusively by the EM Vinlage Aircraft Association of the Experimental Aircraft Association and is publisheo monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903middot3086 Periodicals Postage paid al Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes 10 EM Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903middot3086 Return Canadian issues to Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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 No renumeralion is made Malerial shouk] be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903middot3086 Phone 920426middot4800
EMreg and SPORT AVIATlO~ the EM Logoreg and AeronauticaTlltl are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation Inc The use of this trademark without the pennission of the EM Aviation Foundation Inc is strictly prohibited
30 JULY 2004
Just Uke in the Good Old Days
All the Randolph products all the Randolph colors all the Randolph quality An aviation icon is back on the market again to stay
800-362-349degltOr e-mail us at info randolphaircraftcom ~
~~
~ TNE JOURNAL OF
TN E EARLY AEROPLANE
Leonard E- Opdycke Editor
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~ TelePhone 800-247-8473 or
DESSERffi 323-721-4900 FAX 323-721-7888 6900 Acco St Montebello CA 90640
TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 wwwdessercom
Sf~f~~S THE JOURNAL OF ~ THE AIRPLANE 1920-1940
David Ostrowski Editor -_ --__---
OUR TWO JOURNALS WHICH CONTAIN
information on current projects news of museums and air shows technical drawings and data aeroplanes engines parts for sale scale modelling material your wants and disposals news of current publications information on paint and color photographs historical research workshop notes
SERVICES WE PROVIDE
early technical books magazines FREE BACK ISSUE FOR NEW SUBSCRIBERS copies of original drawings manuals MENTION THIS AD assistance in locating parts
information WORLD WAR 1 ~ INC back issues of the 2 Journals 15 Crescent Road bull Poughkeepsie NY 12601 USA bull 845-473-3679
donated copies of early aviation books a worldwide networking service SAMPLE ISSUES $4 + $3 postage
VINTAGE AIRPLANE 31
Jerry Coates Goodyear Al
bull Retired Boeing engineer
bull Licensed pilot since July 195Q
bull Lifes dream airplane -Cessna 180 - bears spouses name Awesome Anni
AUA makes me feel like family AUAs rates are the best
I have checked around with so called 180 specialists in
the insurance game so I know Thank you for your
continued superior service Thank you very much
- Jerry Coates
call 800middot843 middot36 J2
AUA~ Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included bull fleet discounts for multiple aircraft carrying all risk coverages bull No hand-propping exclusion No age penalty No component parts endorsements bull Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY
wwwauaonlinecom
Aircraft Pa --me Day
at Competitive Prices lu hipping
~nc SU PI R~~R ~J~7I~ A I R PAR T SIN C
Order On-Line 24n365 wwwaircraft-specialtiescom Aircraft Specialties Services is your complete one stop
aircraft parts and pilot supplies supercenter You ll know were serious by the brands we keep Superior Air Parts Continental Lycoming ECI Air Support Goodyear Rapco Gill Brackett Champion Lord 3M just to name a few
You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
when you need it Because of our central location in Tulsa orders shipped with the major carriers arrive in a very timely manner almost anywhere in the United States
Aircraft Specialties Services goal is to keep general aviation alive and well So in addition to our machining division our parts and supplies division is designed for timely service and convenience You can save big with our reconditioned parts then make sure you have everyshything you need to get back in the air fast all in one convenient stop web visit or phone call
On all in-stock merchandise on orders received by 300 pm cor
1middot800middot826middot9252 Now The Exclusive Distributor For
AIRCRAFT SPECIALTIES SERVICES 2860 N Sheridan Road Tulsa OK 74115 Phone 918-836-6872 Fax 918-836-4419
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Espie Butch Joyce Geo rge Daubner 704 N Regional Rd 2448 Lough Lane
Greensboro NC 27409 Hartford WI 53027 336middot668middot3650 262middot673middot5885
windsockaolcom vaaflyboymsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Ave 7215 East 46th St Albert Lea MN 56007 Tulsa OK 74 147
507middot373middot1674 918middot622middot8400 stnesldeskmediacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush Hill Road Sherborn MA 01770
508middot653middot7557 sst lOltomcastnet
David Bennett PO Box 1188
Roseville CA 95678 916middot645middot8370
anHquerinreachcom
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507middot263middot2414
mj bfch ldrconnectcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773middot779middot2 105
photopilotaolcom
Dave Clark 635 Vestal Lane
Plainfield IN 46168 317middot839middot4500
davecpdregiquestnet
John S Copeland 1 A Deacon Street
Northborough MA 01S32 508middot393middot4775
copeland ljunocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcoutsonS 16cscom
Roger Gomoll 8891 Airport Rd Box C2
Blaine MN 55449 763middot786-3342
pledgedriveltamsncom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317middot293middot4430
dalefayemsncom
Jea nnie Hill PO Box 328
Harvard Il 60033middot0328 815middot943middot7205
dinghaoowcnet
Steve Krog 1002 Heather Ln
Hartford WI 53027 262middot966middot7627
sskrogregaolcom
Robert D Bob Lumley 1265 South 124th St Brookfield WI 53005
262middot782middot2633 lumperexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817middot491middot9110
n03captf1ashnet
Dean ruchardson 1429 Kings Lynn Rd
Stoughton WI 53589 608middot877middot8485
daraprilairecom
Geoff Robison 1521 E MacGregor Dr New Haven IN 46774
260middot493middot4724 chief7025aol com
SH Wes Schmid 2359 Lefeber Avenue
Wauwatosa WI 53213 414middot771middot1545
shschmidmi lwpccom
DIRECTORS EMERITUS
Gene Chase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920middot231middot5002 815middot923middot459 1
GRCHACharternet b7acmcnet
Membership Services Directory_ ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Site httpwwweaaorg and ttpwwwairventureorg E-Mail vintage eaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFl)
bull Address changes bull Merchandise sales bull Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory middot 732-885-6711 Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Education 888-322middot3229
bull EAA Air Academy bull EAA Scholarships
Flight Advisors information 920-426-6864 Flight Instructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles 877-806-8902 Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan 866-647-4322 Term Life and Accidental 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 FAX 920-426-4828
bull Submitting article photo bull Advertising information
EAA Aviation Foundation Artifact Donations 920middot426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Associshyation Inc is $40 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
VINTAGE AIRCRAFT ASSOCIATION Curren t EAA members may join the Vintage
Aircraft Associaton and receive VINTAGE AIRshyPLANE magazine for an additional $36 per year
EAA Membership VINTAGE A IRPLANE magaZine and one yea r membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in shycluded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the Internashy
tional Aerobatic Club Inc Division and receive SP OR T AER OBATICS magazine for an addishytional $45 per year
EAA Membership SPOR T AER OBATICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT
AVIATION magazine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA Warshy
birds of America Division and receive WARBlRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magazine and one year membership in the Warbirds Divishys io n is available for $50 per year (SP OR T AVIATION magaZine not included) (Add $7 for Foreign Postage)
EAA SPORT PILOT Current EAA members may add EAA SPOR T
PILOT magaZine for an additional $20 per year EAA Membership and EAA SPORT PILOT
magazine is available for $40 per year (SPOR T AVIATION magazine not included) (Add $16 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit you r remittance with a check or draft drawn on a United States bank payable in United States dollars Add req uired Foreign Postage amount for each membership
Me mbersh ip dues to EAA and its d ivisions are not tax deductible as charitable contributions
Copyrighl copy2004 by Ihe EM Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091middot6943) IPM 40032445 is publisheo and owneo exclusively by the EM Vinlage Aircraft Association of the Experimental Aircraft Association and is publisheo monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903middot3086 Periodicals Postage paid al Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes 10 EM Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903middot3086 Return Canadian issues to Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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 No renumeralion is made Malerial shouk] be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903middot3086 Phone 920426middot4800
EMreg and SPORT AVIATlO~ the EM Logoreg and AeronauticaTlltl are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation Inc The use of this trademark without the pennission of the EM Aviation Foundation Inc is strictly prohibited
30 JULY 2004
Just Uke in the Good Old Days
All the Randolph products all the Randolph colors all the Randolph quality An aviation icon is back on the market again to stay
800-362-349degltOr e-mail us at info randolphaircraftcom ~
~~
~ TNE JOURNAL OF
TN E EARLY AEROPLANE
Leonard E- Opdycke Editor
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~ TelePhone 800-247-8473 or
DESSERffi 323-721-4900 FAX 323-721-7888 6900 Acco St Montebello CA 90640
TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 wwwdessercom
Sf~f~~S THE JOURNAL OF ~ THE AIRPLANE 1920-1940
David Ostrowski Editor -_ --__---
OUR TWO JOURNALS WHICH CONTAIN
information on current projects news of museums and air shows technical drawings and data aeroplanes engines parts for sale scale modelling material your wants and disposals news of current publications information on paint and color photographs historical research workshop notes
SERVICES WE PROVIDE
early technical books magazines FREE BACK ISSUE FOR NEW SUBSCRIBERS copies of original drawings manuals MENTION THIS AD assistance in locating parts
information WORLD WAR 1 ~ INC back issues of the 2 Journals 15 Crescent Road bull Poughkeepsie NY 12601 USA bull 845-473-3679
donated copies of early aviation books a worldwide networking service SAMPLE ISSUES $4 + $3 postage
VINTAGE AIRPLANE 31
Jerry Coates Goodyear Al
bull Retired Boeing engineer
bull Licensed pilot since July 195Q
bull Lifes dream airplane -Cessna 180 - bears spouses name Awesome Anni
AUA makes me feel like family AUAs rates are the best
I have checked around with so called 180 specialists in
the insurance game so I know Thank you for your
continued superior service Thank you very much
- Jerry Coates
call 800middot843 middot36 J2
AUA~ Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included bull fleet discounts for multiple aircraft carrying all risk coverages bull No hand-propping exclusion No age penalty No component parts endorsements bull Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY
wwwauaonlinecom
Aircraft Pa --me Day
at Competitive Prices lu hipping
~nc SU PI R~~R ~J~7I~ A I R PAR T SIN C
Order On-Line 24n365 wwwaircraft-specialtiescom Aircraft Specialties Services is your complete one stop
aircraft parts and pilot supplies supercenter You ll know were serious by the brands we keep Superior Air Parts Continental Lycoming ECI Air Support Goodyear Rapco Gill Brackett Champion Lord 3M just to name a few
You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
when you need it Because of our central location in Tulsa orders shipped with the major carriers arrive in a very timely manner almost anywhere in the United States
Aircraft Specialties Services goal is to keep general aviation alive and well So in addition to our machining division our parts and supplies division is designed for timely service and convenience You can save big with our reconditioned parts then make sure you have everyshything you need to get back in the air fast all in one convenient stop web visit or phone call
On all in-stock merchandise on orders received by 300 pm cor
1middot800middot826middot9252 Now The Exclusive Distributor For
AIRCRAFT SPECIALTIES SERVICES 2860 N Sheridan Road Tulsa OK 74115 Phone 918-836-6872 Fax 918-836-4419
Just Uke in the Good Old Days
All the Randolph products all the Randolph colors all the Randolph quality An aviation icon is back on the market again to stay
800-362-349degltOr e-mail us at info randolphaircraftcom ~
~~
~ TNE JOURNAL OF
TN E EARLY AEROPLANE
Leonard E- Opdycke Editor
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~ TelePhone 800-247-8473 or
DESSERffi 323-721-4900 FAX 323-721-7888 6900 Acco St Montebello CA 90640
TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 wwwdessercom
Sf~f~~S THE JOURNAL OF ~ THE AIRPLANE 1920-1940
David Ostrowski Editor -_ --__---
OUR TWO JOURNALS WHICH CONTAIN
information on current projects news of museums and air shows technical drawings and data aeroplanes engines parts for sale scale modelling material your wants and disposals news of current publications information on paint and color photographs historical research workshop notes
SERVICES WE PROVIDE
early technical books magazines FREE BACK ISSUE FOR NEW SUBSCRIBERS copies of original drawings manuals MENTION THIS AD assistance in locating parts
information WORLD WAR 1 ~ INC back issues of the 2 Journals 15 Crescent Road bull Poughkeepsie NY 12601 USA bull 845-473-3679
donated copies of early aviation books a worldwide networking service SAMPLE ISSUES $4 + $3 postage
VINTAGE AIRPLANE 31
Jerry Coates Goodyear Al
bull Retired Boeing engineer
bull Licensed pilot since July 195Q
bull Lifes dream airplane -Cessna 180 - bears spouses name Awesome Anni
AUA makes me feel like family AUAs rates are the best
I have checked around with so called 180 specialists in
the insurance game so I know Thank you for your
continued superior service Thank you very much
- Jerry Coates
call 800middot843 middot36 J2
AUA~ Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included bull fleet discounts for multiple aircraft carrying all risk coverages bull No hand-propping exclusion No age penalty No component parts endorsements bull Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY
wwwauaonlinecom
Aircraft Pa --me Day
at Competitive Prices lu hipping
~nc SU PI R~~R ~J~7I~ A I R PAR T SIN C
Order On-Line 24n365 wwwaircraft-specialtiescom Aircraft Specialties Services is your complete one stop
aircraft parts and pilot supplies supercenter You ll know were serious by the brands we keep Superior Air Parts Continental Lycoming ECI Air Support Goodyear Rapco Gill Brackett Champion Lord 3M just to name a few
You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
when you need it Because of our central location in Tulsa orders shipped with the major carriers arrive in a very timely manner almost anywhere in the United States
Aircraft Specialties Services goal is to keep general aviation alive and well So in addition to our machining division our parts and supplies division is designed for timely service and convenience You can save big with our reconditioned parts then make sure you have everyshything you need to get back in the air fast all in one convenient stop web visit or phone call
On all in-stock merchandise on orders received by 300 pm cor
1middot800middot826middot9252 Now The Exclusive Distributor For
AIRCRAFT SPECIALTIES SERVICES 2860 N Sheridan Road Tulsa OK 74115 Phone 918-836-6872 Fax 918-836-4419
Jerry Coates Goodyear Al
bull Retired Boeing engineer
bull Licensed pilot since July 195Q
bull Lifes dream airplane -Cessna 180 - bears spouses name Awesome Anni
AUA makes me feel like family AUAs rates are the best
I have checked around with so called 180 specialists in
the insurance game so I know Thank you for your
continued superior service Thank you very much
- Jerry Coates
call 800middot843 middot36 J2
AUA~ Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums Medical payments included bull fleet discounts for multiple aircraft carrying all risk coverages bull No hand-propping exclusion No age penalty No component parts endorsements bull Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY
wwwauaonlinecom
Aircraft Pa --me Day
at Competitive Prices lu hipping
~nc SU PI R~~R ~J~7I~ A I R PAR T SIN C
Order On-Line 24n365 wwwaircraft-specialtiescom Aircraft Specialties Services is your complete one stop
aircraft parts and pilot supplies supercenter You ll know were serious by the brands we keep Superior Air Parts Continental Lycoming ECI Air Support Goodyear Rapco Gill Brackett Champion Lord 3M just to name a few
You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
when you need it Because of our central location in Tulsa orders shipped with the major carriers arrive in a very timely manner almost anywhere in the United States
Aircraft Specialties Services goal is to keep general aviation alive and well So in addition to our machining division our parts and supplies division is designed for timely service and convenience You can save big with our reconditioned parts then make sure you have everyshything you need to get back in the air fast all in one convenient stop web visit or phone call
On all in-stock merchandise on orders received by 300 pm cor
1middot800middot826middot9252 Now The Exclusive Distributor For
AIRCRAFT SPECIALTIES SERVICES 2860 N Sheridan Road Tulsa OK 74115 Phone 918-836-6872 Fax 918-836-4419
Aircraft Pa --me Day
at Competitive Prices lu hipping
~nc SU PI R~~R ~J~7I~ A I R PAR T SIN C
Order On-Line 24n365 wwwaircraft-specialtiescom Aircraft Specialties Services is your complete one stop
aircraft parts and pilot supplies supercenter You ll know were serious by the brands we keep Superior Air Parts Continental Lycoming ECI Air Support Goodyear Rapco Gill Brackett Champion Lord 3M just to name a few
You can phone-in fly-in drive-in or order online 24 hours a day seven days a week 365 days a year Aircraft Specialties Services is located at 2680 North Sheridan Road in Tulsa Oklahoma just across the street from the general aviation runway at Tulsa International We have sales people who average over 20 years expeshyrience They can help you find what you need
when you need it Because of our central location in Tulsa orders shipped with the major carriers arrive in a very timely manner almost anywhere in the United States
Aircraft Specialties Services goal is to keep general aviation alive and well So in addition to our machining division our parts and supplies division is designed for timely service and convenience You can save big with our reconditioned parts then make sure you have everyshything you need to get back in the air fast all in one convenient stop web visit or phone call
On all in-stock merchandise on orders received by 300 pm cor
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AIRCRAFT SPECIALTIES SERVICES 2860 N Sheridan Road Tulsa OK 74115 Phone 918-836-6872 Fax 918-836-4419
