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finding  of old  aircraft that can  be  restored.

all  type  club  newsletters  previously  sent  to  AI  Kelch 
shou Id  now  be  sent  to  Dave  Gustafson  at  EAA  Head-
quarters.  Dave  does  plan  to  devote  space  to  type  club 
news  which  is  of  general  interest  to  the  membership  if 
appropriate  and  sufficient  information  is  forthcoming. 
Dave  would  also  like  to  expand  the  magazine's  fly-in 
coverage,  but  this  can  only  be  accomplished  if  fly-in 
chairmen  will  assign  photographers  and  writers  from 
their  own  organizations  to  the  task  of  providing  the 
material  for  the  magazine.  Also,  due  to  the  lead  time 
necessary  for  publishing  the  magazine,  articles  must  be 
received  within  two  weeks after  the  fly-in  so  that  they're 
still  reasonably  current when  pu blished. 
For  those  of  you  who  have  a  story  to  tell  and  have 
some  interesting  pictures  of  your  old  bird,  but  are  hesi-
tating  because  you  are  not  sure  of  how  to  write  for 
publication,  please  just  reread  my  column  in  either  the 
February,  1976,  issue  or  the  March,  1977,  issue  of  this 
magazine  for  a  short  course  in  magazine  writing.  It's 
really  very  easy.  If  I can  do  it,  you  can  do  it  too. 
It  is  with  great  pleasure  that  we  welcome  our  new 
editor  of THE  VINTAGE  AI  RPLAN E,  David  Gustafson, 
who  takes  over  with  this  issue  from  our  very  dedicated 
Di rector,  AI  Kelch,  and  his  lovely  wife,  Lois.  AI  and 
April  16 
Lois,  who  originally  accepted  the editorship  for  one  year 
back  in  January,  1976,  had  expressed  their  desire  to  be 
relieved  of  their  edito rial  duties  with  the  completion  of 
the  December,  1977,  issue.  However,  due  to  the  fact 
that  Dave  was  not  going  to  be  available  until  January, 
1978,  plus  the  lead  time  required  to  put  the  magazine  May  5-7 
together,  they  agreed  to  edit  the  January  and  February, 
1978,  issues.  Again  we  want  to  sincerely  thank  AI  and 
Lois  for  a great job  beautifully  done. 
Thus  it  is  that with  thi s March  issue  we  welcome  Dave  I-
to  our  organization  and  wish  him  every  success  in  his 
endeavors.  Dave  has  exciti ng  plans  for  the  improvement 
of  our  magazine,  and  he  anticipates  a  greater  d iversifi-
May  26-29 
cation  of  the  type  of  articles  to  be  published.  Hi s 
immediate  need  is  for  more  articles  on  classic  resto· 
rations.  He  can  also  use  articles  on  antique  restorations 
as  well  as  arti cl es  telling  about  the  hunting  down  and 

The  active  people  in  our  Florida  Chapter  have 
come  up  with  an  idea  that  we  think  is  worth 
passing  on: 
We  proudly  and  gratefully  list  below  all  present 
members  of  The  "TEN  FOR  TWEL VE 
Club . 
These  members  have  all  generously  pledged  $10  a 
month  for  12  months  toward  the  LAIRD  SUPER 
SOLUTION  Restoration  Project. 
Betty  Jones  Bob  Strahlmann 
Leonard  McGinty,  Jr.  Floyd  McKahan 
Bob  White  John  Parish 
Donna  Bartlett  Allan  Wise 
Ken  Davis  Toni  Guay 
E.  A.  Crosby  Jim  Swaney 
Merl  Jenkins  Morris  Bennett 
Bill  Ehlen  Elsie  Laird 
Evelyn  White  Ralph  Loos 
Paul  and  Audrey  Poberezny 
If  you're  interested  in  joining,  write  to  Florida 
Sport  Aviation  Antique/Classic  Association,  Box 
5292,  Lakeland,  FL  33803 
Grand  Prairie,  Texas  - Annual  Fly-In 
sponsored  by  EAA  Chapter  34.  Contact 
George  C.  Sims,  817/292-4233  or 
O1ino,  California  - 4th  Annual  Southern 
California  Regional  Fly-In.  Sponsored  by 
EAA  Chapters  1,  7,  11,  92,  96,  448  and 
494.  Contact  Gene  Vickery,  1115  S. 
Sierra  Vista  Ave.,  Alhambra,  CA  91801  -
Harvard, Illinois  - Monocoupe  Fly-In. 
Dacy  Airport.  Held  in  conjunction  with 
Ryan  Fly-In.  Contact  Willard  Benedict, 
129 Cedar St., Wayland,  MI  49348. 
June  3-4 
June 2-4 
General  Motors  Wildcat  Test  Pilot  and 
Ground  Crew  reunion.  Contact  Dick 
Foote,  P.O.  Box  57,  Willimantic,  CT 
06226  (Phone  203/423-2584)  or  Dan 
Hanrahan,  470  Elmore  Ave.,  Elizabeth, 
NJ  07208  (Phone  201/254-4481) .  Names 
and  addresses  appreciated . 
The  Annual  Fly-In  of the  Greater  Kansas 
City  Chapter,  Antique  Airplane  Associa-
tion  will  be  held  at  Amelia  Earhart 
Memorial  Airport,  Atchison,  Kansas. 
Contact  Dick  Shane,  8315  Floyd,  Over-
land  Park,  KS  66212  - 913/648-3139  or 
Kermit  Hoffmeier,  103  N.W.  64th  Ter-
race,  Gladstone,  MO  64118  -
whic h 
David  Gustafson 
,  Robert G.  Elliott,  AI  Kelch,  Edward  D.  Williams 
to  submit  stories  and  photographs.  Associate  Editor -
to  those  writers  who  submit  five  or more articles which  are 
VINTAGE  AIRPLANE  during  the  current  year.  Associates 
THE  VINTAGE  AIRPLANE  and  a  free  one-year 
for  their  efforts.  POLICY-Opi nions  expressed  in 
the  authors.  Responsibility  for  accuracy  in  report-
P.O. BOX  2484  '  I 
I  f{T. 1.SOX 111 
ALLEN, TX76002 
8102 LeeCH RD. 
UNtON.' lL80180 
THe  VI"'TAGI!  A1 ....l.A"'E  I.
_hIv ..  _  pom....  WI
Co........  \53130.  ..... 
I.....  OliO .,4.00 _  12 month 
,lMmtMnh...  i'I  _  •• oil  who 
Will iam  J.  Ehlen  AI Kelch 
Route  8  Box  506  7018 W.  Bonniwell  Road 
Tampa.  Fl orida  33618  Mequon,  Wisconsin  53092 
Claude  L. Gray, Jr.  Morton W. Lester 
9635  Sylvia  Avenue  Box  3747 
Northridge, California 91324  Martinsville,  Virginia  241 12 
Dale  A Gustafson  Arthur  R.  Morgan 
7724  Shady  Hill Drive  513  North  91 st  Street 
Indianapolis,  Ind iana  46274  Milwaukee,  Wisconsin  53226 
Ri chard  Wagner  M. C. "Kell y" Viets 
P. O.  Box  181  RR 1  Box  151 
Lyons,  Wisconsin  53148  Stilwell,  Kansas 66085 
Ronald  fritz  Stan  Gomoll 
1989 Wilson,  NW 1042 90th  Lane,  NE
Grand  Rapids,  Michigan  49504  Minneapolis, Minnesota  55434 
Roger  J. Sherron  Robert  E. Kessel 
446-C  Las  Casitas  445  Oakridge  Drive 
Santa  Rosa,  California 95401  Rochester ,  New  York  14617 
Robert  A. White 
1207  Falcon  Drive
Orlando,  Florida  32803 
exct u sivel y  by  EAA  Ant ique/ C l assic,  D ivision,  I nc .,  and  is  publ ished 
130.  Second  class  Pos tage  paid a t  Hales  Corners Post  Office,  Ha les 
mailing  o ff ices .  Membership  ra t es  for  EAA  Antique/ Classic  Division, 
$ 10 .00  i s  f o r  I he  publicat ion  o f  T H E V INTAGE  A IRPLANE. 
in  avi at ion. 
1'12s 1!1NTASEA/fJPIJlNE 
P.o. Box 229,  Hales Corners, Wis. 53730
Copyright "'  1978  EAA  Antique/ Classi c  Division,  Inc. ,  All  Ri ghts  Reserved. 
(Cover  photo by  Chris  Sorense n:  Frank  Delmar' s  Fleet) 
The  Restorer 's Corner,  by  J.  R.  Nielander  .... .. ... . .... . . .... . .. . .. ..  1 
An  Extraordinary  Fl eet,  by  David  Gustafso n  . .. . . _ ..... . .. ...... . .. ..  3 
Cessna  Profiles  . . . . . . . .  . . . . . . .  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..  6 
J2  times 8,  by  Bob  Zedekar  .......... . ........ . .... _ . .. ..... _....  7 
Better Than  New,  by  Dorr  Carpenter  . . . . .... _..... . .... .. . .. _ . _ ....  9 
Vintage  Album, by  H.  F.  S.  Wadman  . ... . .... . . . .. . ............. _..  11 
Norseman  Affair,  by  Byron  (Fred)  Fredericksen  ....... . ... . ........ . .  13 
Restoration  Tips:  Aluminum  Surfaces,  by  David  Gustafson  . . .. ......... 19 
Whistling  in  the  Rigging,  by  Tom  Poberezny  .. .. ...... ... . ... .. ......  20 
Letters  . . . - . . - .......................... . .. .  _ . . . . . . . . . . . . . . ..  20 
ONON-EM  MEMBER  - $20.00.  Includes  one  year  membership  in  the  EAA  Antique/ 
Classic  Division,  12  monthly  issues  of  THE  VINTAGE  AIRPLANE;  one  year  mem-
bership  in  the  Experimental  Aircraft  Association  and  separate  membership  cards. 
SPORT AVIATION  magazine  not  included. 
OEAA  MEMBER  - $14.00.  Includes  one  year  membership  in  the  EAA  Antique/Classic 
Division,  12  monthly  issues  of  THE  VINTAGE  AIRPLANE  and  membership  card. 
(Applicant  must  be  current  EAA  member  and  must give  EAA  membership  number.) 
Page 3 Page 7 Page 73

by: David Gustafson, Editor
"You're right, it' s not a stock Fleet. It's a unique
Fleet . . . in many ways." That's how Frank Del mar
answered a nit-picker last summer who thought he had
grounds for complaining that Frank's restoration didn't
deserve the trophies he was sweeping up. Frank had
done his homework, however, and usually carries a note-
book with xerox copies of over a hundred pages of
documentation, tracing the evolution of his special bird.
Actually, the lion's share of credit for art work and
craftsmanship currently in Frank's Fleet belongs to Walt
Scheibe, who took it on as his 36th complete restoration
project, but more about that later.
I n the beginn ing . .. the Fleet Aircraft Company of
Canada filed an Aeroplane I nspection Release Certificate
in 1939. The plane was given serial number FAL 262
and classified as a Fleet 16F. I t had a Warner Super
Scarab Series 50 Engine that developed 145 horsepower
at 2050 rpm . The airscrew was a Curtiss metal fixed
pitch job with an eight-foot diameter. There was an
upper wing tank that held 20 imperial gallons and a belly
tank held 23 more. A factory mod record states "This
aircraft departs from the standard Fleet 16F in the fol-
lowing respect: Fork Fixed Tail Wheel, Oil Tank, Engine
Cowling. " That 's all very curious since Frank can't find
any evidence of even a single "standard Fleet 16F." (Can
After the ob li gatory test hops, the plane was sold to
the Consolidated Aircraft Corporation in San Di ego with
the marks NC20699. It was, and is today, 28 feet wide
at top and bottom wing, 22' 3 ~   long in flight and 7'
10" high. The records show that Consolidated refered to
the airplane as a 16F.
I n April, 1939, Consolidated sold the plane for a
buck "and other considerations" to the Brewster
Aeronautical Corporation of Long Isl and City, New
York. Shortly thereafter, Brewster applied for Registra-
tion and a Commercial Certificate and the form revealed
the plane had 82 hours on it. Three months later,
application was made for an Experimental certificate.
The form curiously classified the machine as a "New
Airplane". What made it "new" in the eyes of Brewster,
who now called it a B-1 (where have I heard that
before?) and gave it the number NX20699, was the swap
to a Warner 165 horsepower engine. They also installed a
single gas tank, capable of holding 33 u .S. gallons, and
completely refurbished the plane.
Brewster published the following specs on the aircraft
in 1939:
Span 28'
Length 22' 11"
Height 8' 0.5"
Wing area 202 sq. ft.
Power load ing 11.8 Ibs./hp.
Wing loading 9.7 Ibs./sq. ft.
Empty Wt. 1,227 pounds
Useful load 723 pounds
Gross Wt. 1,950 pounds
The plane was given serial number 1 and Brewster got
a license for flight tests. With the Warner 165, they came
up with the following performance goodies:
Maximum speed 122 mph
Cruising speed 105 mph
Land ing speed 52 mph
Service ceiling 14,000 feet
Rate of cl imb 900 ft./m in.
Range 350 miles
There were two "optional" engines; the Ranger
6-440B-2 which developed 175 hp. at 2,450 rpm or the
Kinner R-5 which cranked up 160 hp at 1,975 rpm.
Testing began early in 1940, but apparently didn't
Above: Walt Scheibe applies dope to the freshly recover-
ed fuselage. (Photo by Frank Delmar)
lead to any kind of impressive results in the military
marketplace. Probably in an effort to secure some gov-
ernment funding, the Brewster Corporation sold the
Fleet as a 16F, serial number 1, to the Penguin Flying
Club (i.e., a dummy corporation) for five bucks. I twas
sold without an engine, but it now had anew, detach-
able Motor Mount.
If you think it's getting confusing, you'd better get
your compass out.
The Penguin Flying Club filed for registration and
described the aircraft as a Brewster Fleet 10. They had
installed a 125 horsepower Kinner B5, a Hamilton
adjustable prop, and "47 pounds of ballast forward of
Firewall." Then an inspection report in 1943 notes that
the "fuselage was altered to conform to original print."
This meant it would conform to ATC No. 374.
George Hamill, a CAA inspector maintained the Fleet
while it was with Penguin. Max Goldstein became the
owner in 1946, which commenced hand-changing ex-
ercises between a long list of private owners. In the
process, someone added a Hawoodie Air Starter, some-
one else took it off; someone changed to a Curtiss prop,
then it went back to a Hamilton; and the engine changed
from a B5 to a B5R (sound familiar?). At one point the
aircraft was sold for $475. The buyer put down $300
and never got around to laying down the balance. Fi-
nally it came into the hands of Jack Mozian who put
seven hours on it in seven years. It was tail heavy and
badly out of trim.
Frank Delmar bought it from Jack in 1972 and the
work started on it shortly after that.
Above: Stretching new fabric over the Fleet's lower
wing. All internal parts are painted. (Photo by Frank
Below: The Fleet's ready for a tow to Providence Air-
port where it will be rigged and test flown. (Photo by
Frank Delmar)
A picture of Frank Delmar's
Fleet in 7939. It was called a
Brewster Fleet B-7 at the time
and had a Warn er "Super
Scarab" 765. Note the speed
cowl and rear view mirror.
As Frank researched the plane, one obvious question
emerged: what do you restore it to? It was a Fleet 16F
in the beginning ..., well, sort of. Then it was a Brew-
ster B-1, then a Consolidated Fleet 10, then 10F for
awhile, then 10 again. The decision was made to rebuild
it as a Brewster Fleet lOw ith a 125 horsepower Kinner
B5 and a hand carved F ahl in prop.
The plane was moved into Walt Scheibe's shop and
broken down into a gazillion parts. All the metal parts
were stripped. The wings were denuded and in the
process they discovered nests from some rodent stow-
aways. In the past, fabric and dope dummys had tight-
ented the rag to the point that it pulled in the trail ing
edge and puckered the aft tips of all the ribs: "We had to
work on every si ngle rib and com pletely replace the ai-
lerons," notes Walt. "All the trailing edges were replac-
ed, then the round head rivets in the leading edges were
swapped for flush rivets." Old sheet metal was discarded
for new, a kinked push-pull rod went, the cabanes were
replaced along with one of the gear struts. The
instrument panel was restored to its original pattern and
was fitted with vintage instruments. In the three years
and 1,200 hours that Walt spent on the project, he also
did a total overhaul on the Kinner, including building a
new oil tank (the old one had rusted out around the
top), and replacing all the old copper oil lines with
modern flex lines.
Deviations from the original specs were kept at a
minimum. Stainless flying wires were installed in the
interest of safety, the sticks were chrome plated in the
serviced thousands of airplanes over the years. The
planes he's rebuilt from basket cases, or wrecks, include
an Arrow Sport, Kitty Hawk, KR-31, OX Robin, AW
Cessna, 5 )-3's, Luscomb 8A and TF, Aeronca C-3, two
Taylorcrafts, PT-19 and 26, Wildcat (only started),
Beech Queen Air, three Bonanzas, three Commanches,
three Cherokees, three Cessna 140's, a 172, four Tri-
pacers and Frank Delmar's unique Fleet 10. That adds
up to 36, pi us a wealth of knowledge that a lot of people
wish they could match. And Walt's really good about
sharing it.
Finished and airworthy again in the spring of 1977,
the Fleet was ready for dress parade, and Frank was
eager to show it off. Later, he'd admit he really wasn't
aware of what a fabulous job the rebuild amounted to,
until he started dropping in on some fly-ins while
enroute to California. It didn't take long to become
convinced he had a winner. Last summer he flew 11,000 .
miles, logging 129 hours and during that time he picked
up 17 trophies, including 4 Grand Champion Awards. He
couldn't make Oshkosh last summer, but he's planning
on more long trips in '78, and you can be sure he'll be at
Oshkosh this summer. It's worth waiting for .•
Having fun out over the Atlantic. (Photo provided by
Frank Delmar)
What goes through a man's mind when he taxis such an exquisite antique past a row of modern
look-alikes? (Photo by Paul Mezaro)
interest of cosmetics, and the original 8.50 x 10 tires
were put aside in favor of 6.50 x 10's.
The nose dish, of course, is anything but standard.
Brewster had redesigned the engine mount and when
they were finished with it, the plane had a swivel mount.
With the Penguin Club's new Kinner B5, an exhaust ring
was secured right behind the prop. The modified mount
and exhaust ring are a unique feature on N20699. (The
engine on it today is a B5R, or rear exhaust, but Walt
left the ring on for the appearance of originality as well
as for ballast.)
Walt covered the fuselage and wings with Grade A
and Frank, who put another 800 hours into the project,
reports they "screwed it down with 780 Y<t-inch screws."
Walt then laid on 6 coats clear, 2 coats aluminum, and 6
coats of pigmented, non-tuatening butyrate dope. Walt
reassembled the Fleet at Green Airport and paid close
attention to the rigging. Frank reported that the first
time he had flown the Fleet (before rebuilding) he
discovered that "the only way I could hold it level was
with nearly full left aileron and hard right rudder".
"Handling was beautiful," Frank said of the first
flight at Green. His warm smile and sparkling eyes
endorsed his sincerety. Walt had rigged it right and had
also brought the c.g. forward over 4," placing it within
the envelope so for the first time in its history, the Fleet
balanced. The aircraft now cruises at 85 mph with 1,700
rpm at sea level. Stall occurs at 47 mph, but only with
an idle engine. Walt's observations of Frank's piloting led
him to say "Frank doesn't fly that plane, he wears it."
F rank ought to have the right touch with over 27 ,000
hours of flying time. He's a retired Allegheny Captain
and a former FBO, with forty years of piloting.
Walt Scheibe goes back fifty years to his first airplane
ride. He nearly ripped his britches crawling in behind the
pilot's seat in a C-2. He had to grow a bit before he
could pick up his ticket, however. Then he salted some
years as an FBO and has worked in nearly all phases of
aviation. For many years he's run Rhode Island Airways,
Incorporated at 58 Bunker Street in Warwick, RI. Walt's
Top: Cessna 720 . .. by Dick Stouffer.
Center: Cessna 770B . .. by Ted Kaston.
Bottom: Cessna 765 ... by Ted Kaston.
From the photo files of EAA
The following items are needed to carryon the pro-
grams of the EAA Air Museum Foundation. If you can
help, please contact Gene Chase, Museum Director, at
EAA Headquarters, Telephone 414/425-4860. Dona-
tions to the Museum are tax deductible.
• 25 ton hydraulic press
• Porta-power or body jack set (4 ton)
• Cherry G-704 power riveter
Air operated automotive bumper jack
• Automotive analyzer (Sun Machine)
• Banding tool for straps W', %" and 1" wide
• Cylinder base wrenches for 65 through 0-200 Conti-
nental engines
• Cylinder base wrenches for 0-235 through 0-360
Lycoming engines (Hex and Allen head)
• Cylinder base wrenches for Continental R-670 and
Lycoming R-680
• Crankcase and crank for a Lycoming 0-235 through
0-360. Any condition - for display only.
High pressure cleaner (700 psi, 115 v.)
• Aircraft tug
• Engine slings for R-1820 and V-1650
• Air compressor - 5 hp. or more
• Prop (or blades) for BT-13 (R-985) or AT-6 (R-1340)
• Belt sander
• Floor sander
• Sheet metal brake
• Small band saw
• Paint spray booth
• Paint storage cabinets
• Electric metal shear
• Borescope
• Old aviation books
• Old photographs
• Old blueprints
• Old scrapbooks
By: Bob Zedekar
(EAA 709778)
3300 Moorewood Court
Sacramento, CA 95827
(Photos provided by the author)
Airplanes have always fascinated me but, with WW II,
college, being gainfully employed and being married, air-
planes always seemed to come second. Accordingly, I
never logged more than 16 hours. As a 26 year employee
with United Airlines' sales department I have been priv-
ilaged to fly to all corners of the earth - but that's not
really flying. My only claim to fame in flying machines is
that I have restored one, and, since I work for United, I
like to think of myself as a poor man's Buck Hilbert!
As you already know, it's a very simple matter to
restore an antique. All you have to do is: 1. find one
hanging in a barn, 2. have the owner sell it, 3. have the
funds to buy it, 4. have space,. proper tools, know-how
and more funds. Since I had only vague ideas that such
axioms existed, I succeeded in restoring a 1936 J-2
Taylor Cub.
Looking back, I guess the antique syndrome manifest-
ed itself in the mid 50's when I was working in our
Seattle sales office. One of my chohorts, Jack Mitchell,
was a real antique afficianado - he could tell you how
many AN3-11 bolts were used in a Viele Monocoupe.
Anyway, Jack and I got to taking in the Watsonville and
Merced Airshows and the antique affliction hit.
In 1964 United transfered me to Sacramento and I
soon found a new circle of antiquers. I n the Spring of
'68 I made up my mind to ignore all of the stories of
"there ain't no more to be found" and started out on a
concerted effort to locate a rebuild project. Surprisingly,
I traced down several stored antiques within a 100 mile
radius. But, like some old girlfriends, they were either
too expensive or too big to handle!
Then, one fine day, I was bird-dogging Lind's Field
south of Sacramento. To the umpteeth person I asked,
"know of any antiques in any of these hangars?" This
time the response was, "Yeah. Tom Murphy, the A &  P,
has some kind of a hulk in that hangar across the strip.
And Tom must be there because his car is parked out-
side." I thanked the kind man and proceeded to find
Tom. The subject hulk turned out to be a fuselage, tail
feathers, gear, 3 lift struts, a rusty looking A-40 and 2
right wings that had been last used as battering rams.
The nameplate confirmed Tom's contention that it was a
jen-u-wine J-2. It read: TAYLOR AIRCRAFT CO.,
MFG. Oct. 7, 1936; MOTOR CONT A-40-4.
Tom said he would reluctantly sell this assemblage of
parts because he was getting married and could use some
extra cash for his honeymoon. I hated to take advantage
of Tom's plight but we settled on a price. The next day I
went down in a pickup to retrieve the purchase. When
we pulled into our driveway it looked like a scene from
Sanford &  Son!
Har-de-har-har No.1: "It's going to take at least a
year to get this bird back into the air." If someone had
even suggested eight years I would have quit right then.
Bob Whittier's 1966 articles in Sport Aviation, "The
Forty Horsepower Cubs," were extremely valuable in
putt ing No. 886 back into original configuration and
color schemes. Bob Thompson (Mr. A-40) from Dayton
sent me a lot of welcome advice regarding the engine.
And the FAA boys from OKC said that I could have the
original N number back· 17220.
My son, Steve, and I soon learned that our meager
box of hand tools wouldn 't get the job done. Then two
turn of events got the project off dead center. One was
when I signed up for evening classes at Sacramento City
Colleges' School of Aeronautics and the other is when I
teamed up with John Peck in renting an old block build-
ing in the neighborhood.
John (EAA 026985) is an ex Air Force fly-boy with
an A & P ticket. He was co mpl eting a Starduster project
and starting on a J-5 rebuild. John is a Rembrandt with
an acetylene torch. If he has a fault it would be that he
so metimes forgets to remove hi s fingers from the back-
side of a piece of 2024 T3 while he sends the drill
through the frontside!
One pleasant surprise came when the engine was
opened up - she was as clean as a hound's tooth inside
and met all tolerances from the table of fits. After a
valve grind, new rod bearings, new rings, new gaskets and
a paint job the Mighty Forty ran and looked like the day
it left Muskegon.
Making new cowling and the %-inch sled that the
seats ride on was a bugger - patterns didn't mean a thing.
Then, too, the wings were time consuming (remember-
I had two right wings to start with). Every rib, wire and
bolt needed attention. After one of the right wings was
back in order I simply made a new left wing by heading
the spars back in the opposite direction and making a
mirror image - with new wood. •
All instruments are original .. . all 4! Swede Johnson
sold me an original tach and altimeter. He also sold me a
beautiful new Fahlin prop. Since Wag-Aero was not
selling the old vane type airspeed indicators at the time I
made one from a pattern.
After listening to some lengthy arguments on Stits vs.
Grade A, I decided that Stits would be easier for an
amateur . By si mpl y reading a book and using a heat gun
I think the cover job looks great.
"Meanwhile, back at the ranch . .." 8 years later,
June 3, 1976 to be exact, the local GADO sent out a
representative to give the "OUT HOUSE MOUSE" a new
birth certificate. Don Horton dropped into Borges Field
early the next morning to test hop. Unless you have
actually experienced the feeling of seeing your labor of
love leave the ground there is no real way to describe it.
It certainly drai ns all emotions in one short moment.
The pl an was to leave immediately for the Merced
Antique Show. Two hours and six courtesy hops later,
Dan Shively and I took off and headed south. We were
hardl y out of sight when we noticed the oil pressure and
temp need les had started to r; reep toward the red line.
Rather than ruin a fresh engine Dan put her down on a
ranch - finis Merced 1976. Lesson No.1 001: S.A.E. 30
oil is okay for break-in and short once-around-the-patch
hops but it needs heavier stuff for sustained flight on a
warm day.
NCl7220 wound up with 31 hours in the summer of
'76. She's back in the barn for the winter getting
purtied-up for Watsonville and Merced. Or, who knows, I
might even enter the little beauty in a good blimp race-
if they'll give me a reaso nable handicap! •
~   •
By: Dorr B. Carpenter
(EAA 277 24L)
225 Saunders Road
Lake Forest, I L 60045
An old aircraft or antique, even when gone over and
rebuilt to the best standards, is never "better than new."
Any plane is only as good as its weakest component; like
a chain, it is only as strong as its poorest link. The state-
ment often heard at fly-ins is "that plane is rebuilt
better'n new!" On the surface, the fabric job or paint
may look better than factory work, but this is only
su perfi c ia I.
In reality there are many places where an old aircraft
can be very tired. Unfortunately, these weaknesses are
not always readily apparent and can go undetected
through repeated annual inspections. A few obvious
examples are crystalized metal parts, rust inside steel
tubing, and glue joints no longer holding in wooden
structures covered with fabric.
This situation was brought home forcibly to me a few
years ago in an incident in which no accident occured,
but could have very easily.
An old Ryan STM that I brought back from Australia
was being demonstrated to a prospective customer. The
plane was unusually solid and in "good" condition in
spite of its 30 years service. That is to say, it looked
good; it had a low time engine (35 hours since new), and
new fabric and paint on an airframe totaling only 350
hours over the years.
The prospective buyer sat back on the first flight
around the field and followed through on the controls to
get the feel of the plane. These Ryans have a fairly high
sink rate with the engine at idle and two pilots on board.
When it was h is turn, it became necessary to add power
Right: Ryan STA
No. 728 with a
Menasco C-4. Built
in 7935. (From EAA
photo file)
Above: Ryan STM-S2 N8746 in 7970. (Photo provided by Dorr
as he over-estimated the glide angle of the approach for
his landing. Again, the second time we came in too low
over the corn field. I have a great respect for what a corn
field can do to an aircraft, and I was not too happy
about these low power-on approaches over corn. Once
more power was needed and chopped when the thresh-
old was made. The landing seemed normal, but when the
plane slowed down, I could see something was wrong.
The throttle quadrant was moving, but the engine was
not responding! What if we had needed one more shot of
power to make the field?
After the Menasco was shut down, the trouble was
ascertained to be a broken push-pull rod. I t had snapped
where it passed behind the gas tank and was out of sight
of any inspection.
The point is that on closer scrutiny, the condition of
the aluminum rod on the outside seemed good, but had
corroded from the inside. The situation was th is: at the
time the plane was manufactured and the rod assembled,
a bug had crawled inside the aluminum rod and died.
The resulting chemical action of his remains over the
years had caused the failure.
I hope never to hear the "better than new" statement
again, and I am sincerely glad to see the antique aircraft
removed from the strain of acrobatic competion that
they were subjected to in the middle 1960's. Old air-
planes should be handled and maintained only with
gentle care and respect .•
recorded  with  the  aircraft  file. 
a Certified
By: jim Peale
577 Ashby Way
Warner Robins, GA 37093
(Note:  reprinted  from  The  Slipstream,  EAA  Chapter  38 
When  you  own  one of the  Antique or  Classic  aircraft, 
many  times  a  modification  becomes  necessary  to  up-
grade  the  aircraft  for  safety  or  improve  its  performance. 
One  of  the  problems  I've  always  had  with  the  Bellanca 
was  poor brakes.  Going  into  short strips  was  a  problem  if 
you  had  to  really  get  on  the  brakes.  The  original  equip-
ment  brakes  would  heat up  and  fade  if you  laid  on  them. 
I wanted  to  upgrade  the  brakes  and  put on  new  modern 
brakes,  both  for  safety  and  also  due  to  replacement parts 
being  cheaper  and  readily  available.  We'll  use  th is  as  an 
example  of  the  proper  "legal"  way  to  get  new  equip-
ment  in sta ll ed  on  "Certified  Aircraft"  when  no  supple-
mental  type certificate exists.  Well,  here  goes . .. 
First,  you  get  an  A&P  mechanic  to  install  it.  He  then 
fills  out  an  FAA  form  337  complete  with  sketches, 
pictures  of  the  modification,  and  mails  it  to  the  local 
FAA  GADO  office.  They'll  look  at  the  data  presented  to 
check  to  see  that  it  doesn't degrade  the  aircraft perform-
ance  or  compromise  safety.  If  there's  any  doubt,  they 
send  it  to  FAA  Engineering  for  their  review  and 
approval.  Once  the  FAA  has  approved  the  337,  they 
send  it  back  to  the  ow ner  or  mechanic.  The  local  A& I 
then  comes  out  to  inspect  the  aircraft  to  see  that  th e 
new  equipment  was  installed  per  sketches,  drawings,  etc. 
After  he  signs  the  337,  it  goes  to  Okl ahoma  City  to  be 
Here's  what  I  really  did ... First  I  bought  some  brake 
kits  that  were  built  for  a  Cessna  180,  same  weight  class 
as  the  Bellanca.  I  removed  the  old  brakes  and  fitted  the 
new  brakes on  the  old  axles.  The old  axles  were  the  same 
size  so  that  saved  some  work.  The  brake  attaching plate 
had  to  have  two  new  bolt  holes drilled  in  it  to  match  the 
existing  plate  on  the  Bellanca.  With  the  new  brake 
hooked  up,  it  was  time  to  retract the  gear  and  check  for 
interference.  The  new  brake  puck  hit  the  retract  links 
upon  retraction,  so  go  back  to  step  1 and  turn  the  brake 
puck  to  the  forward  side  of  the  wheel.  Retract  the gear 
again,  th is  time  no  interference.  Now  for  the  taxi  test. 
Boy,  they  really  do  work.  Now  for  the  paperwork.  I 
filled  out  a  337,  carried  it  up  to  the  GADO  office  in 
Atlanta  along  with  a  drawing  of  the  modification, 
pictures  and  data  showing where  it  was  approved  for  the 
Cessna  180.  Well,  the  GADO  inspector  wanted  it 
checked  by  Engineering  because  he  had  no  experience 
with  brakes  installed  on  the forward  side  of the  wheels.  I 
drove  across  town  to  the  Engineering office  to  meet with 
the  Engineer  and  after  he  gave  it  a  quick  look,  he  said 
OK;  then  back  across  Atlanta  to  get  the  GADO  inspector 
signat ure,  then  home. 
May  I  suggest  that  if  you  want  to  modify  your 
Antique  or  Classic  aircraft  you  get  with  an  A& I  first , 
then  talk  it  over  with  the  GADO  I  nspector  before  you 
start  into  the  project.  They  may  know  of a good  reason 
why  it  won't work . • 
Back  - Issues  available:  THE  VINTAGE  AI  RPLANE 
1973 - March,  April,  May,  June, July,  August, Sept., 
Oct.,  Nov. ,  Dec. 
1974- All  12 
1975 - Jan. thru  June,  July/Aug.,  Sept./Oct.,  and 
1976 - 10,  all  BUTJuneandJuly 
1977 - All  12 
Cost :  $1.00 each  ppd  with  the exception of the July 
'77  "Spirit" issue  @ $1.25. 
Write:  Experimental Aircraft Association
Box 229
Hales Corners, WI 53730
Men and Theil
Above:  Morane  Saulnier  MS.377  is  a  very  famous  French  parasol-wing  trainer  with  radial  engine.  Still  in  use  at  some 
airfields as a glider-tug.  Built in  the  thirties.  This  was at  Luneville. 
Below:  Erla  SA  was  recently  restored  and  based  at  the  airfield  of Birrfeld  in  Switzerland.  This  one  (c/n.74)  was  built  in 
7934; and is of German  origin. 
Some  of E. 
Photographs by:  H. S.  F. 
Above:  Bucker  737 "Jimgmann".  This  one  was  built  in  S 
from  the  famous  BU. 7 33 "J ungmeister" in  having  two seaL 
these  Swiss ones have  a Continental boxer engine. 
Below:  Taylorcraft  Plus  D.  Another oldie  is  this  Taylorer, 
tage Machines
Above: Klemm L.25-R 15 is a very old German prewar design; still owned by Mr. Kramer at Luxembourg-Findal airport
and in excellent condition.
s's finest
3004 GA Rotterdam-Airport
'and with the Swiss Dornier works at Altenrhein. It differs
Above: DH.82A "Tiger Moth" is in fact G-APCU and was painted in its original RA F markings for the film "A Bridge Too
Far". Based at Gilze-Rijen Air Force Base in Holland.
71al Jungmanns have an engine with hanging cylinders, but
Below: De Havilland DH 82A, one of the best preserved Tiger Moths in EUrope and seen here at Bern Belp. It has a bright
m World War II. It can be seen here at Nyon-Gland a la
red and white colour scheme.
By: Byron (Fred) Fredericksen
3240 W. Breezewood Lane
Neenah, WI 54956
(Photos by the author)
"You gotta have big feet, eh?" After hearing this
choice bit of information I thanked Dan Springer and
hung up the phone. Danny 's an FBO in Sault Ste. Marie,
Ontario and is qualified in many of the "bush planes"
used in the Canadian North country. Of particular in-
terest to me at that time was his knowledge of the
Noorduyn Norseman. Danny advised me of the take-off,
climb and cruise power settings, amount of fuel burned
per hour, as well as flap settings for take-off and landing.
The information was to prove invaluable.
A friend, Richard Scribner, of Pontiac, Michigan, had
purchased a Norseman on floats which was located on a
reservoir near Rock Hill, South Carolina. It needed to be
The author and Norseman taking a five at the Island
Airport Bridge, Knoxville, KY.
ferried to the Brennand seaplane base on Lake Win-
nebago, near Oshkosh , Wisconsin, where it was to be
disassembled and taken to the Brennand Airport for
recover and other maintenance.
It was already the season where Wisconsin lakes
freeze over and since I had been unsuccessful in locating
anyone with a 'pontoon permit' who was also qualified
in a Norseman, I decided lowed myself th is trip. Years
ago I'd had the chance to sit in a Norseman. The closest
I'd come to flying that type was one take-off and land-
ing in an Otter on wheels, and two more in a Beech 18.
At the time, my partner, Chuck Andreas, and I owned a
Cessna 180 on floats. We also flew Gull Winged Stinsons
and Stearmans; however, it never hurts to listen to the
kind of experience that my friend Danny was willing to
This Norseman had previousl y been operated in
South America so who knew what language was on the
instruments. I was sure the radio equipment was nil . I
had the log books but my Spanish is limited to
Currently there are several Canadian and U.S. Flying
Services operatirig Norsemen today as people and cargo
haulers. The Norseman was design ed by ex Fokker Chief
Engineer, Robert Noorduyn and almost 1,000 were built
in his Montreal Plant beginning in 1934. The one I flew
was built in 1941. Most were designated UC-64S for the
U.S. Air Force and saw duty in several countries during
WW II. This old bird was capable, dependable and big.
I' m sure they will take their place in aviation history
along with the huge Bellancas, Fairchilds and Stinsons
that operated in the bush country all over the world for
the past fo ur decades. I remember watching Norsemans
pounding in and lifting out of the lake at Wawa, Ontario
on Tuesdays and Thursdays back in the 1950's before
Highway 17 was wrapped around Lake Superior. You
eit her flew back then or took the train to go shopping in
the Soo, and those planes were twenty years old at that
time. And the loads they would carry! I once saw a
disassembled caterpi li ar un loaded from a Norseman
along with some passengers and some loaded 55 gallon
Getting back to "my" Norseman, I thought about the
problems and equipment that would be involved in this
adventure. Since I'd already had some experience in buy-
ing and picking up airplanes I was wary of the phrase
"it's all gased and ready; all you have to do is get in it
and go ... " The only thing I was sure of before seeing
the plane was that I would not find any flat tires on it. I
made a check list of items I might need, including cash,
credit cards, maps, life jackets, rope, more rope, float
pump, gun boots, sack of tools, cloth tape, chamois, and
a helper. I called a pilot-buddy, Bill Olson, of Neenah
and asked, "how would you like an expense-paid trip
down South to help me man -handle this big float plane?
Be back in a day." He agreed and Delta brought us and
our gear to Charlotte the next day.
We rented a car, picked up the ferry permit from
FAA and drove another twenty miles into South Caroli-
na to see what this airplane looked like before dark. It
took some searching through the woods and hills but
once we found the reservoir it was not difficult to find
that big yellow airplane. The Norseman was practically
out of the water and it looked huge. Apparently, there
was a dam somewhere in this water system and someone
had recently turned a valve. So here sat the better part
of four tons of hulk on 'two huge floats which were
stuck in the mud. To add to our delight the thing was
parked in a cove facing directly at a boat house not more
than eighty feet away. This meant the airplane would
have to be turned ninety degrees to the right before it
could go forward in open water. At that point we didn't
think about how we were going to rotate it in the mud.
Perhaps the water level would be raised in the reservoir
the next day or so? I removed my boots, climbed up the
ladders and cowl and walked over the wing spars
inspecting the fabric for cracks, etc. The wings looked
okay, the fuselage had been converted to metal, but we
did wrap some 'high speed' cloth tape around the ver-
tical fin wh(;!re we found some cracks in the covering.
Next, I found the oil filler and checked its level. We 'd
brought oil, three gallons filled it to the neck. Then the
fuel was checked. The wings held 120 gallons and belly
tanks took forty-five and seventy-five. I was glad it had
some fuel as gas would have to be trucked in. We ran all
the quick drains we could find. We checked all the float
compartments for water, the float fittings and rear door
hinges for tightness; the engine for bird nests and the
rear outside baggage for snakes. I hate snakes. I found a
survival carton of dehydrated food with a Spanish label,
one 'Brzilia' kerosene lantern and a machete in a sheath.
I did not reach into any other dark corners.
The only thing left now was to start her up and listen
to her run. Only then did I think about a fire extinguish-
er. I like to have one when starting round engines. A
good backfire and a carb fire could ruin what was left of
our day. I carefully slipped into the left front seat
(which was a board) and located the primer and electric
energizer switch for the inertia starter, along with the
boast pump. After a half do ze n strokes on the primer we
each got on a float and turned the three-bladed prop
through a dozen times and I went back to the captain's
chair. I hit the master, boost energizer, mags and every-
thing else that looked important. Then I realized there
would be no fire here today.
Things were really taking shape now. Bill wanted to
know how I knew the battery was dead. I didn't answer.
I was saving my strength for the crank which I inserted
through the access door in the cowl so I could hand-
crank the inertia. I guess the crank was on board for
sentimental reasons. King Kong could not have turned
that crank. We found the huge twenty-four volt battery
under the co-pilot's seat, got the tool sack and removed
same. We took the battery back to an FBO at Charlotte,
who was just closing for the night and checked in at a
motel and then the bar. It started to rai n. "Good," I
thought, "maybe the water level will come up at the
The next morning we retrieved the charged-up bat-
tery and borrowed a fire extinguisher; then got soaked
loading these items in the car ... the rain had not
ceased. Back at the Norseman site everything was the
same; high and stuck on the beach. We installed the
battery, got all the switches, valves and levers where they
should be and had the 1340 running a few minutes later.
It ran smooth, sounded good, showed normal readings,
had two mags and a working propeller. I strut the thing
down. Since we were nice and wet already, we waded in
the water up over our boots and tried to move or turn
the airplane. Mind you, the floats are big and heavy, but
they can be damaged easily by pushing or lifting with
the tree limbs we were using. We left the scene and went
to a nearby tavern to seek help. Nobody around but the
innkeeper and she didn't want to accompany us. Back to
the airplane ....
I got to thinking about all the power that P&W had.
Soon, Bill took a position behind and under the fuselage
with a rope around a tree and the right front float. That
one seemed to have a little buoyancy. I got things run-
ning and warmed up. I was about to learn something
about a Norseman that would interest Springer. That
item is to never never have the pilot entrance door open
one hundred eighty degrees against the engine cowl
while adding power with one's upper torso out the door
open ing so he can peer aft. What happens is that about
the time the prop goes through roughly twenty inches of
manifold pressure the door comes flying shut as if Her-
cules was slamming it closed never to come open again!
I don't know if this crushing blow on my right elbow
caused it or not, but right after that I thought I heard
hollering from my assistant. I shut down and climbed
out nursing my elbow. I walked back to Bill who was
now sitting in the lake, mumbling something like : "why
don't you come along down South and we will fly this
nice big airplane back?" While looking for Bill's hat we
did notice the airplane had moved a few inches. Not too
bad for a day's work.
The only thing to do was keep trying. We again
attempted to dig some mud from around the floats with
some boards. We checked the ropes and kept the same
set-up, this time tying the right front tight to a tree
ninety degrees to it with Bill to take up the slack from in
between the two. I again started up, closed the door, and
eventually she came off the mud and onto the water.
The battery was beginning to weaken from all the starts
Fuselage was converted to metal sometime during 7960's.
Fuel stop on lake at Kalamazoo, MI.
so after dropping the water rudders I taxied around on
the lake to charge it up and gain practice turning the
thing. The rain had turned to mist in the late afternoon
and a fog was setting in. I saw a beer sign on the far end
of the lake and drove over to a dock on which stood this
friendly looking fellow who announced he had been
looking at that yellow airplane across there for a month
and had promised himself a ride in it before it left his
lake. I informed him "I never flew one of these before,
do you still wish to go?" "Yup." When I said let's go he
grinned, put on a life jacket, and soon we started down
the lake. We were in a valley which had an enormous set
of power lines hanging over it. Somehow, over the terrif-
ic engine noise in the cabin plus the distraction of a
two-hand flap crank and step position to reckon with,
his shouting and motions managed to indicate the
amount of open water out there and where the fog
covered hills would start to rise in front of us.
I looked out and down at the float wave as it came
forward and though I couldn't feel it, we had to be on
the step. I brought the big round wheel back and we
came unstuck right under the power lines with lots of
room ahead to turn around at the end of the valley. I
figured I had used 2 miles to get off. At 500 feet we
were at the cloud base. We made a few turns, cranked
the flaps and ailerons down and landed back at my co-
pilot's place and tied to his dock for the night. As we
relaxed at our new friend's bar, Bill asked him if he
enjoyed his ride. He said "ya atta wear ear plugs in that
The rain had stopped by the next morning but it was
extremely hazy as the car rental agency man drove us
down to Rock Hill. Flight Service had said they had 3
miles with haze and it should improve this A.M.
"Supposed to be good at 6,000," they said. The hills on
either side of the lake were hidden in the murk as we
taxied. I explained to Bill about how he should watch
for boats during the take-off run and hold the prop lever
full forward as the lock wouldn't hold. I cranked
some flaps down and told Bill I'd talk to him again when
we throttled back after take-off. Once more it took me
two miles to get it flying. At five hundred feet I came
back to cruise settings and could see nothing out front
but that huge cowl jumping around. You could only see
straight down and even that was very hazy. I wanted to
get above the layer of haze so we began to climb. At
twenty-five hundred all I got was a glimpse of the
ground now and then. I'd already lost our position on
the map and knew there were better than 6,000-foot
hills up north of Charlotte. So I brought the power back
on the old bear and began S-turning, looking for that
foolish river I'd lost. We had been in the air an hour
It was raining again when I found a bridge, dam and
river all at the same time. With both hands Bill got the
flaps and ailerons down, while I made a step landing in a
wide stretch of the river. We'd passed over some kind of
a building near the dam so we turned around and taxied
about a mile back to where it was and saw this figure
drinking beer and waving us in. The floats hit the sandy
bottom twenty feet from shore so we shut down, got a
rope on the floats and walked through a foot of water to
get there. Right about now I was wishing the airplane
would go over the dam. Two and a half days were shot.
After learning we were in Hickory, North Carolina,
about 80 miles from where we had taken off we phoned
the FSS . They said the weather was not going to break
as fast as they'd forecast, but if we could get to Charles-
ton, West Virginia, we'd be in the clear and over the
river. Going cross country in a seaplane is a real problem.
Seaplane bases are scarce. I knew there was one that's
man-made at Dayton, Ohio. I got the phone number
from my trusty guide book and had a talk with the
Dayton man. "How much of a water runway do you
have?" "Four thousand feet." "Do you know what a
Norseman is?" "No." He pointed out that he'd got his
float rating in a Champ. He added that a Cessna 195 on
floats had come in the other day "and he got out." He
also mentioned there was this power line at one end,
"however, it's marked with orange balls." Just what I'd
expected, I thanked the man and hung up.
We took on three hours of fuel and the nice young
fellow with the beer (I wish I could remember his name)
held us in the river current with a boat until I got the
engine started. We took off in the haze once again know-
ing we would have to go through a 6,800 foot pass. At
four thousand we were in clouds, couldn't see "anything
and with no radio and undependable gauges it was loud
and clear we should go back from whence we came.
Pabst Blue Ribbon was there again and after helping
us tie to the shore insisted we come with him to his
home, meet his wife and family and have supper there.
His home was a lovely little ranch type layout on the
side of a lush green hill and we were glad to play guitar,
sing and enjoy a swell meal of corn bread, blackeyed
peas, ham and grits. Our host drove us back to a motel in
town with one hand on the wheel, the other holding a
beer... he had a beer in his hand the entire time I knew
him . Said he would have his own marina some day and
there would always be beer in the fridge. I thought to
myself - three days gone - should have been home by
The next morning the weather was really sour. Fog
and rain. Bill then decided he should get back home to
his business. He took a jet out of town and I went to the
FSS and learned this weather pattern was going to
remain stationary for at least one more day. Two days
later I took off under a 6,000 foot broken layer. The
boys at Flight Service had asked me to fly low across the
airport so they could see this Norseman. After that I
went to 9,500 feet and headed across the hills toward
Kalamazoo, Michigan, where there is a seaplane base on
a big lake.
By flying north for an hour and thirty minutes I got
a feel for the airplane. Then I became aware that there
had been no holes down below for the past half-hour . I
went to 10,000 feet where I could see for a hundred
miles. Everything was solid at 7,000 feet and there was
this oil that began to appear from an access door in the
firewall. A little oil is one thing, but soon my feet were
sliding in it as more and more came. The stuff began
running out of the front office onto the rear cabin floor
and it continued until I knew for sure that a couple
gallons had gone by. Another 45 minutes elapsed with
no holes in the clouds so I turned around to go back
where I'd last seen some. I fully expected that engine to
run out of oil and seize right there in front of me. It was
difficult to watch anything but the oil pressure gauge. I
really did condition my mind that I'd have to let down
through the clouds over this country where everything
stands on edge. If there was no water I simply had to
land keeping the front end between the trees as the
wings came off. If I'd had a parachute I'd have jumped
out. I could tell the owner it went over the dam and
disappeared at Hickory. I lit what I knew was my last
cigarette when I suddenly saw this hole 3,000 feet
below. I'd been out three hours and fifteen minutes
now. Since I knew the wing tanks had been almost full I
should have another hour besides what was in the belly
tanks. I saw another hole to the southwest, went to it,
saw an airport below and let down, but no water. The
map showed some water north of Knoxville so with my
oily feet I steered that way and sure enough, I found
I landed on this nice big lake half wishing it was too
small to get back out of. I taxied to a sand beach, got
the tool sack and removed all the engine cowling. Jgot a
pail of gas from a drum stored on board and washed the
oil out of the airplane. After the engine had cooled I
poured ten gallons of gas on it as there was oil all over. I
was going to clean the engine; fly it five minutes, land
and find out where the oil was coming from. After soak-
ing it with gas I thought "here's another chance, it'd
burn good now."
While the engine was drying off I walked to a house a
half mile away. I called the local airport and was inform-
ed their gas truck had no license tags. Knoxville, thirty
miles south, was the closest place for aviation gas. I call-
ed the Beech dealer there at I sland Airport and was
informed that if I would land in the river and taxi west
to the Island Bridge in back of the airport they would
bring a gas truck and gas me from the bridge. However,
the river was narrow there.
I thought good, maybe a low tree branch would tear a
wing off and I could jet home. I then called the Island
Tower, told them of our plan and was advised to come
along and watch for a light signal. Back at the lake I
reinstalled the cowl, emptied my drum into the wings,
pushed a stick into the oil filler neck - found some,and
flew down to Knoxville. After that hop I thought I'd
find out where the oil leak was. I got a green light,
landed, heard someone shout (with a megaphone) that
there is a three knot current. It was a pleasure to see
someone come with a boat to tow me to the bridge after
I got stuck in the trees.
One fellow handed the hose down from the truck
while others sat on the edge of the bridge pushing
against the cowl with their feet to keep the prop from
getting damaged. The airplane was as slippery as a
greased hog as it really had gotten an oil bath. But I got
the four tanks and extra drum filled without falling in
the river. I now had 1,800 Ibs. of fuel. Only a very slight
amount of oil had been lost on the last thirty mile flight.
A stick showed a good amount of oil in the tank so I
figured the 23 gallons I had in it at the start was just too
much. It just plain coughed out about three gallons as it
heated and foamed up. Later I learned 16 gallons is
plenty, but I never did find the dip stick.
I paid the good people, got towed out into the main
stream with tile boat and taxied down a mile for take-
off. I saw a green light from the tower and hoped that
any boater tearing around the bend in the river from the
south would have good brakes because I was going to be
right at the corner at lift off. I got off and headed north,
hoping to make Lake Michigan before dark; perhaps
even Meigs at Chicago. An hour later Lexington went by,
then Cincinnati and finally I was out of those blasted
hills and a man can see where he is going. What I saw was
lots of black in the north and Dayton had their lights on
as I pounded on by.
Midway between Dayton and Fort Wayne is a little
town called Celma. Next to it is a large lake or flowage.
It was raining now, getting dark, and a good south wind
was at work. I could see white caps on the water as I
circled low over the town and lake looking for wires. I
saw this building with a beer and food sign and on whose
roof was the word motel. Next to it was a sea wall and
manmade breakwater. Just what old Fred ordered. I
came in low and slow on the heels with everything back
in my lap. This water was not deep and stumps could be
anywhere, so I wanted to stop 'quick'. I did, turned, and
headed for the breakwater openi ng with the wind push-
ing hard on my back. I watched the waves roll into the
harbor, hitting against the concrete wall where I would
have to go. I decided not to sail in backwards without an
observer on the back end somewhere.
Even at a very slow idle something as big as this air-
plane gets moving pretty good in a big wind. I shut down
at the harbor entrance moving much faster than I would
have liked . The big ox started to turn 180 degrees into
the wind. I went to the rear of the cabin, grabbed the
paddle and was out through the right rear door and onto
a float in three seconds. I would have had as much
success trying to paddle the Queen Mary. But suddenly
some kind soul called out from the crowd that had
gathered on the wall saying if I wanted some tires he had
two in the trunJ< of his car. I said, "yes sir, get'em." Five
people caught the tail as it came in over the wall. The
tires appeared as the airplane swung parallel to the wall
and the floats slammed against them. I was parked. My
nerves were shot and I was tired from the day's events. I
went to the cockpit, tied the yoke, and came back to the
rear door, intending to climb down with some rope
when I slipped on the top rung of the oily ladder and
landed on my right knee right on the edge of the
concrete wall four feet below. The lights went out.
As I started to come to I was aware of how good the
cold wet concrete felt. Someone had put a jacket under
my head. From somewhere came a thought "maybe my
feet are not big enough for this airplane." I also reached
down with my sore right arm and felt a big tear in my
trousers. I discovered the same size tear in my right
knee. I wanted to cry but instead I found myself listen-
ing to this voice saying "you can't land on this lake,"
and, "I would like to see yours and the airplane's
papers. " The voice's owner was wearing a cap and jacket
with stars pinned on each. He then went to his car and
picked up a radio mike.
My leg was really hurting as I tried to help some folks
tie the float struts to the wall. I don't believe the officer
knew I had hurt myself until I came dragging over to his
After rebuild and assembly a crane lowers airplane onto floats.
Huge Norseman wing ready for new cover.
Norseman owner, Richard Scribner, Pontiac, MI.
car with my bleeding leg. I opened the door, sat down
and announced that "right now and in this order" I was
going to that motel, right there, get a room, get my
bloody wet clothes changed, get a doctor to sew up my
knee, come back to th is restaurant, eat and then proceed
to drink all the beer in the place. "And after that if you
want to come and get me, I'll give up." Then I added, "if
you would Ii ke to have an airplane you can have that
yellow one, free!" He asked if I wished to go to a
doctor. I told him I could manage okay. He said "I'll be
back about 8 o'clock."
During the next couple of hours I accomplished all
the things I told the officer I would do. He showed up at
8:00 in the restaurant. I had brought in the airplane
papers and ferry permit. For the first time in the twenty
years I've had one, I was asked to produce my pilot's
license and medical certificate. It turned out the officer
was an ex-military pilot and knew about such things.
Next I got a lecture about how dangerous it was to land
on this lake with all the stumps out there. Furthermore
the lake was restricted to seaplanes and I had violated
that code. The city fathers had even called the police
station to find out what was going on out there with
that airplane. The officer was really a nice guy. After
hearing my adventures of the past few days and my
promise to remove myself and that float plane in the
morning come hell or low water he decided to forget the
whole thing. I put my aching bones to bed.
Four days now.
At dawn there was no more than a 300 foot ceiling
with rain. I untied the Norseman, kicked it with my left
foot, checked the oil and quick drains, and dragged it to
the mouth of the harbor. I tied it to a post there, started
it and let it run for 20 minutes. It was cold out. It was
too early for most folks to be up but I knew they would
be soon, as I had to take off right over the town. I tried
to hold back a grin .
The floats of an airplane leave a track in the water for
some time, same as a boat. I taxied way across the lake,
dodging stumps. On the take-off run one can follow his
track on the water which I did. I flew at 200 feet watch-
ing for towers and finally broke out in the clear right
over the Goshen, I ndiana Airport (all I needednow was
to be reported for flying too low).
Believe it or not the balance of the trip was made in
good weather with no further problems as I pounded
across the lower end of Lake Michigan right up to Meigs
Field 50 feet off the water. I had to have some fun on
th is trip. As I flew by some of the tallest and newest
buildings in the world on the Chicago lakefront
thought about the mud huts this old airplane probably
cast its shadow on over the Amazon or wherever else it
went. Two hours later we were on Lake Winnebago at
Oshkosh. Four days enroute, fourteen hours flying time,
and just under 500 gallons of fuel to fly a thousand mile
I didn't intend to tell a hairy story here. As it happen-
ed, I encountered bad weather. Being alone to man-
handle the airplane on the water did not help. I know
the Norseman is not a big airplane to the transport pilot.
I t is an easy airplane to fly once you get it in the air and
it would be fun to have up north where you can find
seaplane bases made for equipment like this. i will
probably never get a chance to fly one again.
I have not checked, however, there may be as few as
30 or 40 of these models flying at this point in time.
Aside from the DC-3's, Beech 18's and a handful of
Lockheed 10's and 12's the Norseman is about the only
other "antique" airplane operating commercially today.
I wonder how many readers have even seen a Norseman
on floats other than while on a Canadian or Alaskan
hunting or fishing trip. This airplane could cease to exist
in my time. It's a lot of airplane for the average antiquer
to buy, rebuild and fly.
My adventure took place in 1973. During '74 and '75
the airplane was disassembled, inspected and serviced.
All fabric surfaces were recovered with Ceconite. The
huge wood spars were sanded and varnished. Many parts
were replaced: glass, instruments, cables, etc. The overall
airplane was still in remarkably good condition after
more than thirty years of service. The Edo 7170 floats
were cleaned up and painted. The finish paint colors are
red, white and yellow. Dick took the airplane over to a
lake near Pontiac this past summer.
For my part, I'll have to oe content now and then to
look at the lantern, I removed from the baggage
compartment, which is hanging in my home. I like to
guess about all the places it and the Norseman visited.
It is quite a seaplane . •
I":   ~
18 - 01 - -.- .
7.  Bud rubs in  the 2025. .. .
3.  5wirllines are  evident  . .. .
_. _
Article and photos by: 
David  Gustafson,  Editor 
(Note: This will be the first in a series of Tips. If you've
got any secret methods or tools for refurbishing aircraft
materials please share them with us. Photos or diagrams
will help a lot.)
Bud Labutski (548 W. Chestnut, Burlington, WI
53105) has pretty much traded in his free time options
to lead the restoration work on the EAA's B-25J. Bud's
dedication, and that of his fellow volunteers, has
contribut ed to the steady progress on the project and his
experiments to restore the finish of the bomber have
produced some glittering results.
Granted, shining up the thick hide of a B-25J won't
be a very common event in the Antique/Classic world ,
but the technique may work nicely on something made
of thinner stuff, say a Swift for example. Naturally, you
shou ldn't attempt any method on a large scale without
some ex perimentation in a small remote area.
Bud' s process on the B-25 J started after he'd stripped
off four to seven coats of paint. He was left with a dull
surface of aluminum oxide, broken only by occasional
islands of corrosion that were easily identified by
.chromate primer which wouldn't come off.
To penetrate the dullness, Bud starts with a liberal
hand ap plication of Dupont's 202S (orange) Lacquer
Rubb ing Com pound. The paste is aggressively rubbed
over the entire surface and into seams and the spaces
between rivets. Let it dry thoroughly, then take an auto
body buffer with a sheep's wool polishing disc and apply
the disc at a sharp angle. Flatten the pad when passing
down a row of rivets or a seam. Keep it moving or you'll
burn the alu minum . It may be necessary to make a
couple passes, but it won't take long to get some shiny
results. Now buff again with a clean pad, make sure that
all th e 202 is off, th en rub on 303S (orange) Machine
Polishing Compound, which is a finer grit. Again, you'l l
need two pads and several passes. The final pudding is
number 101 S (whi te) Rubbing Compound. Remove the
first coat with your auto buffer and take off any sub-
seq uent coats with a twin disc buffer which will remove
the swirl marks left from the larger discs.
No, you will not have factory new surfaces, but if the
skin wasn't deeply gouged in the first place, it'll look
remark ably decent in the end. Ce rtai nly , everyone who's
seeri the work on the B-25 J has been pleasantly
surpri sed, including hard workers like Cletus Ehler, John
Gadeikis, Jon Lawrence, Andy McClelland, Andy Gel-
ston, and Bill Pau I. •
2.  And buffs the dried compound  . ...
4.  But someday soon . ...
By Tom Poberezny
Each year the Experimental Aircraft Association has
grown, both in size and in stature. EAA has become the
recognized and respected leader of the sport aviation
community. An important part of the EAA growth has
been its divisions ... the Antique/Classic, Warbirds of
America and the International Aerobatic Club.
EAA Headquarters has worked closely with division
leadership in providing the services necessary for sound
growth. For example, EAA handles memberships, inquir-
ies and purchasing for the Antique/Classic Division. The
expertise ofour Headquartersstaffallows your Board to
concentrate on mattersofpolicy as well as taking advan-
tage of the sources ofsupply we have developed over 25
Dave Gustafson has been added to our staff so that
each division has a direct contact at Headquarters who
can work with them in solving problems. In addition,
Dave will be assuming the important position of Editor
of the VINTAGE AIRPLANE Magazine. We are striving
to provide and insure stability and planned growth for
each division so that as leadership changes, continuity
Not only have the divisions provided tremendoussup-
port at the annual EAA convention, but they also work
closely with EAA in dealing with government. Many
times EAA has been asked by FAA to provide input
concerning regulations and programs. The specialized
expertise of the divisions allows us to provide accurate
information on questions that relate to their area of
interest. This self-policingapproach is most importantin
our continuing efforts to protect our rights to fly . ..
both safely and economically.
EAA has received numerous requests from various
organizations within the sport aviation community,
asking for divisional status. Your EAA Board of
Directors has given these requests serious consideration
and have decided thatexpanding the numberofdivisions
would not be possible at this time. Expansion would
greatly tax our available manpowerand would only serve
to dilute the services that we are capable of providing.
This situation will be reviewed again in thefuture.
Dear Mr. Kelch,
Your October 1977 number is the finest. Ihave had
the pleasure of reading about the Old Johnson Mono-
plane. You appreciate fine mechanical work and know
what you are writing about - too bad that all the
Johnson family is dead. They never had proper recog-
I witnessed most of the flights made at or near Terre
Haute - but had nothing to do with the building ofthe
plane - nor the motorused in it.
I married the sister of the Johnson Brothers in 1910
and moved to the country not far from where the 1911
to 1913flights were made.
Iwas agood friend ofRoss L.Smith (Smitty) and last
saw him in 1933 where he was a reporter on the Wash-
ington Post.
I helped the Brothers start the Motor Wheel Company
at South Bend and later the OB Motors - both Harry
(continued next page)
AnytOWf'l. u.s.....
I. LA R5
': 0 I I >... SE, 7': ,,' I I   SE,,,'
Regular bankchecksemblazoned withaflyingyellowJ·3 CubI
Complete the order form, and write out your check. I\ow, get a
deposit slip from the same account, and clearly indicate any
changes or other notations as you wish ittoappear on the checks.
(These twodocumentswill furnish usall thedata we need tomake
your checks compatible with your bank's computer, and Amer.
Bank Ass' n specs.) On gift orders, send your check and mark his
check VOlD. Please allow 3weeks fordelivery.
StartUsing Plane ChecksNow!
Yourold checkswillalwaysbe good.
IdentityCheck Co. Box 149·0 Park Ridge, III. 60068
"Activate" myorder forPlane Checks, starting No. _____
0300·$7.50 0 600·$12.75  0 900-$17.75
Plane  Check.s are  top  part  deposit  slips  and  registers are  .ncluded  In  each  order. 
__Checkbook cover $.50 $
oYellowJ -3 Cub
n  PIPER Assortment  n BeeCH  Assortment  o NORTH CENTRAL DC· 9
o Cherokee·  o  Sundowner·  o CONTINENTALDC·l0
D  Arrow·  [lV  Bonanza·  o HELICOPTER IBELLI
tJ Seneca  II·  rJ Baron- [] P·51 MUSTANG
n  CESSNA  Assortment  o TWA  L-1011  o AMERICAN DC·l0
n Hawk·  [J PSA 727 U EASTERN L· l0ll
n 210 Centurion"  fl BD·5 [] WESTERN DC-l0
0 310· U MOONEY
·Pl eo$e  allow  10 extra  days  to  process  the5e  checks. 
All check backgroundsare blue (exceptJ· 3 Cub)
Shipvia 0 UPS (insured) 0 Parcel Post 0  WEST COASTadd
onedollar- we'll fly it!
ShipTo: _____________________
City  State Zip____
Johnson  and  I  retired  in  1935 and  Harry  was  my  closest 
neighbor  here  on  the  farm  until  his  death. 
I  do  have  a  lot  of  old  Johnson  printed  matter  clip-
pings,  magazines,  photographs,  slides,  etc.,  so  if  you 
want  to  ask  any  questions  about  the  early  plane  - that 
may  not  be  too clear  to  you,  just fire  away  and  I will  try 
my  best  to  help  you . 
Sihcere ly, 
Warren  M.  Conover 
Route 1  Box  108 
Culver,  IN  4651 1 
Dear  Mr.  Kelch, 
Thank  you  very  much  for  the  coverage  of the  Johnson 
Brothers  aircraft  in  THE  VINTAGE  AIRPLANE.  To de-
vote  an  ent ire  issue  to  one  subject  seems  to  me  to  be  a 
very  good  idea. 
Shall  prize  it  very  much.  One  thing  I  miss  is  a  cut 
away  drawing  such  as  the  one of the  EAA  Biplane  in  the 
1965  copy  of  the  Light  Pl ane  Guide  published  by 
Superior  Publications,  14  West  Superior  Street,  Duluth 
2,  MN , at that  time. 
Understand  Headquarters  has  a  copy  of,  OF  MONO-
COUPES  &  MEN  by  Underwood .  Enclosed  please  find 
check  for  $10.00  to  cover  purchase  of  copy  of  this 
book.  Whatever's  left goes  to  the  museum . 
Is  there  any  information  available  on  the  Huntington 
H.12  - Motorcycle  engined  monoplane  as  published  in 
1919  in  aerial  age  mag?  The  article  is  by  Wes  Farmer. 
Mr.  Dwight  Huntington  was  a  draftsman  during  World 
War  I at the  Curtiss  Pl ant in  Buffalo,  New  York  (i n  Light 
Plane  Guide). 
Albert Neumann 
1350 Davine  Drive 
Glendale  Heights,  IL  60137 
Fairchild 77  Built in 7928 
Dear  Paul , 
I  thought  I would  drop  you  a  line  and  let  you  know 
that  I  saw  the  Spirit  of St.  Louis on  TV  last week  flying 
over  Chicago.  You  were  doing  the  talk ing  in  the  show. 
You  mentioned  in  your  letter  that  you  will  have  a 
Stinson  SM8A  for  a  chase  plane.  That  brought  ol d 
memories  back,  I flew  one  of those  high  wing  Stinson's a 
lot  in  the  30's and  40's,  but  I don't remember  for  sure  if 
it  was  a  SM8A  or  a  7 A.  The  man  that  owned  it  had  a 
450  hp  Wright  hung  on  the  nose  of  it,  but  I  guess  it 
originally  came  out  with  a  220  hp  engine.  The  bush 
pilots  in  these  mountain  areas  hung  big  engi nes  on  those 
old  airplanes  to  be  able  to  operate  in  short  and  high 
altitude  fie ld s. 
I recall  this  Stinson  was  pretty  nose  heavy  when  you 
were  flying  it  without  a load . You  didn't dare  get  on  the 
brakes very  hard  when  landing. 
I  am  sending  you  a  picture  of a  Fairchild  "71" that  I 
used  to  own  when  I was  in  the  bush  flying  business. 
It  was  a  7-place,  with  the  pilot  sitting  up  front  along 
and  with  a  stick,  same  as  the  B-1  Ryan  was.  The  rudder 
pedals  were  located  so  your  feet  hung  straight  down 
when  flying  it.  I could  haul  up  to  a ton  of freight  in  it. 
Sincerely , 
Tom  Ki iskila 
Box  352 
Profino,  10  83544 
Regular  type  per  word  35c.  Bold  face  type:  per  word 
40c.  ALL  CAPS:  per  word  45c.  (Minimum  charge 
$5.00).  (Rate covers one  insertion  one  issue). 
Address  advertising  correspO,ndence  to  ADVERTISING 
Hales Corners,  WI  53130. 
Make  all  checks  or  money  orders  payable  to  EXPER-
1936  J-2  CUB  90%  restored.  New  Piper  cowlings,  new 
ribs  and  spars,  seats,  tires,  brakes.  Plane  is  unassembled. 
Highest  offer  over  $4,000.  Bud  Huff,  623  Western  Ave-
nue,  Anehime,  CA  90820 
MOO N E Y  M  1 8  series  service  instruction  manual. 
Includes  aircraft  specifications,  equipment  lists,  rigging 
information,  parts  list  with  drawings.  $15.00  pd"stpaid. 
Flite-Comm  Electronics,  3605  E.  Spring  Street,  Long 
Beach,  CA  90806 
E RCOUPE  415-C  service  manual.  Includes  aircraft 
spee i fi cations,  equipment  list,  rigging  information, 
inspection  procedures,  drawings  and  repair  instructions. 
$15.00  postpaid.  Flite-Comm  Electronics,  3605  E. 
Spring Street,  Long  Beach,  CA  90806 
AERONCAS  - How  to  buy,  rebuild,  operate.  Free 
details,  send  stamped  addressed  envelope.  Aeronca Club, 
14100  Lake  Candlewood  Court,  Miami  Lakes,  FL  33014 
Antique  aircraft  wind  generator.  Streamlined.  British 
manufacture  - $150.00.  e. Seaborn,  R.R.  No.9, Calgary, 
Alberta  T2J  5G5. 
sale.  Issue  one  to  the  present.  John  Eney,  115  S.  8th 
Street,  Quakerstown,  PA  18951.  Phone  215/441-2591 

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