Barnstmr's Random Aeronautics

Guest post.. Doc Hecker

2012-01-22T16:20:00.000-06:00

R.B. "Doc" Hecker

The following post was submitted by my friend "Doc", who has been an encouragement to me. I think you'll enjoy his story...

Assend Dragon Air Force

RB “Doc” Hecker

EAA Technical Counselor #5453

EAA Flight Advisor # 1905

My wife is a physician, so when she says to me… “You are crazy!”…Ihave to pause for a moment to listen…for at least a little while...until I remindmyself that I am an adult, and that she is a Pediatrician used to working withchildren. In all fairness to her, I doadmit to acting like a recalcitrant child most of the time, especially when itinvolves decisions revolving around aircraft. To me, it is a matter of judgment…to her, it is insanity. As a physician myself, I believe that we havean honest professional difference of opinion. In my view, Samuel Clemens (Mark Twain) defined insanity as doing thesame thing over and over again and expecting a different result. This cannot be true in my case as each time Itold her that I had purchased an aircraft, the FAA (an officially recognizedorganization of the US Government) agreed that I legally owned that aircraft.Basedupon this, my reasoning that I am of sound mind is impeccable.

“So…” she asked,”…how many aircraft do you own?” I casually admitted to now housing 4 machinesthat are currently airworthy and flying, and I also volunteered the informationthat my name was listed on 5-1/3 N-Numbers according to the FAA AircraftRegistration Database. I demurred whenshe asked how many hangars I owned. Ijust reminded her that marriage was a partnership and I was protecting her“interests”. Besides, I didn’t want tobore her with the details just at that moment. As a true retired soldier, I elected to execute a strategic retreat.

What started this? Icasually mentioned to my wife over dinner the other evening that I had just“acquired” a real war bird, admittedly a very small one, which was a prior USArmy 1943 Aeronca O-58 / L-3B that had been in the hangar of a friend of minefor 4 years. Although it had beenmaintained, inspected annually, and occasionally taxied, its flying history wassporadic. My Army friend of 40 yearstold me he had “too much inventory”, which meant he was not flying his 1959Bonanza as much as he used to, and he was very busy working on his “completed”RV-7. He told me that he was ready toclear up some hangar space. As I justhappened to have an opening in my storage hangar, I relieved him of his overlyonerous burden, and cleverly occupied the open space in that hangar that hadbeen a reproach to me. That 1943 AeroncaO-58B / L-3B looks right at home with the 1946 Taylorcraft BC-12D and the 1946Aeronca 7AC. The working hangar nowhouses the projects of friends, which include a 1947 Aeronca 7BCM(L-16B) a 1977 Taylorcraft F19, and a 1945 BoeingB-17G spare rudder in for recover. Myother projects also manage to fit mostly along the wall…and the (must I say it?)classic 1965 Cessna C210E takes up the rest of the space. Now that all is relatively tidy, I can getback to work on organizing and managing the “Assend Dragon Air Force”.

My aviation madness appeared to present itself when my ex-US ArmyAir Corps father taught me to fly somewhere around age 12, although I had beenmanipulating the controls since I was 8. My aviatrix mother long ago told the story of my 1st flight occurring during1951 while held in her arms when I was a month old, but my memory is more thana little hazy on that flight leg. It ishard to imagine that my early flight “imprinting” experience involved a Cessna195 powered by a “shaky Jake”, especially when I recall being in the left seathardly able to see out of the side window, let alone the front windscreen, withmy father swinging the control yoke back to his side at the criticalmoments. Once my age was in doubledigits, my father’s appointment as a CAP Squadron Commander in the Chicago areaallowed me to work on, and fly in,Aeronca L-16’s. My first “legally” logged flight at age 14was in a Citabria with the departure airport listed as Meigs Field on theChicago lakefront. As a courtesy of theCAP cadet program. I transitioned into sailplane training that summer. At age 16, Inaturally matriculated to Cessna 150spam cans for my private license as no one in their right mind was teaching youngkids in tailwheel aircraft anymore. By age17, I was working to pay for my college education and recreational flying tooka very distant 2^nd place. Just prior to my 21^st birthday, I was wearing the uniform ofthe United States Army courtesy of the Chicago Draft Board. I spent the next 26 years getting out of theArmy, but was able to get back to flying in a serious manner around 1982 invarious Cessna, Piper and Grumman machines. The tailwheel bug bit me again about 5 years ago when I purchased andrestored the 1946 Taylorcraft BC-12D. Togain currency during that period, I took refresher training in an Aeronca 7ACChampion. I was back to the roots of myflying career. The thought of building an“Assend Dragon Air Force” to share my love of tail wheel aircraft began to formin my mind. The intention was to form anucleus of interesting small tail wheel aircraft that would be a focus of joyto me and my “like-minded” flying friends.

Consider this…what is it about those pilots who fly aircraft withtail wheels? Are they anachronistic beingsthat are resistant to “modern”nose-wheel configured undercarriage engineeringor just a different breed of superman-like aviators flying and thinking “outsideof the box”? And…what is it with theminimalistic instrument panels where anything over 6 instruments (airspeed,altimeter, compass, oil temperature, oil pressure, slip indicator) and a fuelgauge seems overly complex and a complete waste of time spent enjoying theflying experience? Oh yes…radios are aplus if you really need to talk, or if you need others to know that you are“low and slow”, although recently a Cessna Citation at Fredericksburg, TXdidn’t seem to hear me calling out my final approach while he was entering thepattern until I mentioned I had side-stepped to get out of his way…he did atleast thank me….I imagine that from his point of view Jet-A is….sooooo…expensive.

It is amazing that when I fly my “classic” 1965 Cessna Centurionsomewhere, I am just another “spam can” thought to be a Cessna 206 beingshuffled off to a parking area. However,when I show up in a “vintage” 2-seat tube and fabric tail dragger, I am alwaysgreeted by the tire kickers who want to know what year “Cub” it is. Since I do not own a yellow colored airplanewith a picture of a plush toy on the fuselage, I patiently explain thedifference between Piper Cubs, Aeroncas, Taylorcrafts, Luscombes, etc. The good side of the arrival is that everyoneseems interested…and one of the bad sides is that some observers are appalledthat the skin is fabric - obviously not a “real” airplane. The most interesting moment is just prior todeparture when one or other of these machines needs to be hand propped…which isanother lost art in the great sea of pilots. Some pilots observing this ritual demonstrate fear while others seemwistful. To me, I just want a start onthe first blade…with chocks in place and a good hold on the tail.

So…why fly a tail dragger? There are a number of reasons that mastering a conventional gearaircraft will make you a better pilot:

- Conventional gear aircraft demand precise stick and rudder skills,both in the air, and especially on the ground where the center of gravity isahead of the main landing gear. If theairplane is not controlled meticulously, the tail wheel will try to lead…justlike the nose-gear in a tri-cycle gear model.

- Conventional gear aircraft require constant focus and vigilancefrom engine start to engine stop and tie down. More ground loops occur at the end of the landing roll at slow speedwhen the pilot’s vigilance is lessened, and control inputs, especially ruddermovements, are relaxed.

- You are learning to fly an aircraft as they were originallydesigned to be flown, and when pilots were expected to be “in-command” of theaircraft at all times. Incidentally, youwill be a better tri-cycle gear pilot after mastering the tail wheel equippedmachine.

- Commanding a tail wheel aircraft evokes the romance known by theoriginal pilots that is hard to assume when flying a video arcade via multiplesatellites from point A to point B.Open cockpit tail wheel machines start awhole new trail of adventure.

- Tail wheel aircraft have a natural affinity for turf runways thatis hard to satisfy in most modern tri-cycle gear models.

- Gaining and demonstrating proficiency in a tail wheel aircraftgives you the opportunity to receive an endorsement per FAR § 61.3(i) by anauthorized instructor.

You might ask what aircraft comprise this so-called Assend Dragon AirForce, and why they were chosen. Theywere chosen by serendipity and availability. They all have their foibles and high points. I can only give my personal perspective onthe models in my possession in the order that I acquired them.

- The 1946 Taylorcraft BC12-D (ATC 696-2) depicted in the heading photographis a side-by-side improved version of C. G. Taylor’s Model BC-12 (Model B,Continental powered, and 1200# gross weight) that was introduced at the end ofWWII.A total of 3,911 machines were constructed in 1946. My aircraft NC43306 was manufactured in February,1946 with the new stamped metal wing ribs. The February, 1946 production figure was 234 aircraft which is roughly25-30 per day. Taylorcraft manufactured moreof this model than any others since the introduction of the Model BC-65 inAugust, 1938, and was bankrupt by Friday, November 8, 1946. With a top speed of 105 MPH (cruise 95 MPH),it was a “flyer” but did not have the panache of tandem seating. Its standard 65 HP O-170 (A-65) engine wastypical of the time. The Deluxe modelwith 24 gallons of gasoline gave it a great range, but at the expense ofpayload. The quite efficient NACA 23012asymmetric airfoil allows the aircraft to perform well on 65 HP. This aircraft is quite responsive and lighton control inputs. Its airfoil demandsattention to landing speeds (stall speed 43 MPH) as it will “float” if airspeedis not well controlled. I modified thisaircraft with a STC for a skylight that improves visibility looking upward andin turns. This aircraft is named “ElComejen”. The aircraft wears a modified532^nd Squadron, 381^st Bomb Group (H) nose art patchhonoring my father, a B-17 pilot during 1943-1944 in England. The Taylorcraftbecame one of the most popular light planes in the post-war period, and the“T-Crafters” who maintain and fly these machines are probably the most staunchand faithful supporters of any type in the country. The Taylorcraft Foundation fosters a lively discussionforum that is quite helpful in supporting this line of aircraft.

Specifications: ATC696-2 (8-24-1938)

Length: 22’8”

Height: 7’

Wingspan: 35’5-1/4”

GrossWeight: 1,200lb

MaxWeight: 1,200 lb

Airfoil: NACA-23012

Propulsion:

No. ofEngines: 1

Powerplant: Continental A65-8 or A65-8F

Horsepower: 65hp@ 2,300 rpm

Performance:

Range: 250 miles (12 gal fuel / 0.8power @ 2,150 rpm / 4.2 gph)

CruiseSpeed: 95 mph

MaxSpeed: 105 mph

StallSpeed: 40 mph

Ceiling: 14,500 ft

- The 1946Aeronca 7AC (ATC 759) was a newly designed2-seat tandemaircraft intended for training that was approved in October,1945 to replace theirpre-war 65-TC “Tandem Trainer” (ATC 728, 6-15-1940). It has the distinction of being the firstlight plane certified for the post-war period, and was introduced in November,1945 as the “Champion for 1946”. Myaircraft NC2241E was manufactured in October, 1946. Depending on your perspective, the 7AC wasvariably described as either homely or cute, but quickly became familiar topilots as the “Champ” or “Airknocker”. This model began a whole line of aircraft with improvements and higherhorsepower through the 7EC, with approximately 10,000 aircraft being producedthrough 1951. The 7AC has a NACA-4412airfoil and cruises at ~ 80 MPH with a max speed of 100 MPH and a stall speedof 38 MPH. With a gross weight of 1320#,the utility of the aircraft for cross country travel with a 13 gallon fuel tankis somewhat limited and additional fuel tanks are detrimental to useful loadand payload.The aircraft is heavy on the controls and sinks easily with powerreduction. The large Plexiglaswindscreen gives an excellent forward view. The Champ is noisy, and cabin climate control marginal (hot in summerand cold in winter). This is a greatairplane to play in. I have named it the“Miss Kelly Ann” after my wife. Theaircraft wears a modified 532^nd Squadron, 381^st BombGroup (H) nose art patch honoring my father, a B-17 pilot during 1943-1944 inEngland.

TheNational Aeronca Association vigorously supports the type and parts are readilyavailable.

Specifications: ATC 759 (10-18-1945)

Length: 21’6”

Height: 7’

Wingspan: 35’2”

GrossWeight: 1,320lb

MaxWeight: 1,320 lb

Airfoil: NACA-4412

Propulsion:

No. ofEngines: 1

Powerplant: ContinentalA65-8 or A65-8F

Horsepower: 65hp @ 2,300 rpm

Performance:

Range: 250 miles (0.8 power @ 2,150 rpm/ 4.2 gph)

CruiseSpeed: 80 mph

MaxSpeed: 92 mph

StallSpeed: 38 mph

Ceiling: 12,600 ft

- The 1943 Aeronca O-58B / L-3B (ATC 751) was one of several specialmilitary versions of their Model 65-TC “Tandem-Trainer”(ATC 728, 6-15-1940) builtas observation (O-58) and later liaison (L-3) airplanes that soon became thenucleus of the famous fleet of “Grasshoppers”. The 65 HP Continental powered “B” model was an improved Aeronca Defender“A” model with 2-way FM military radios and a wide expanse of greenhousewindows. The “C” model was delivered asa non radioed trainer mainly to civilian flying schools under militarycontract. The military production run was approximately 1400 aircraft through1943 when Aeronca converted the O-58 line into an engineless three placetraining glider known as the TG-5. Thetype certificate for the O-58 series was approved in September 1942. My aircraft NC47185 was manufactured inSeptember 1943 (SN O58B-11123) as USAAF 43-26975 and was released from governmentservice as obsolete surplus in September, 1944. Its government service was completed in Ohio stationed at Patterson AAF(now Wright-Patterson AFB), but the aircraft is currently displayed in PacificTheater “White Tail” livery. TheNACA-4412 airfoil was originally powered by a Continental 65 HP (MilitaryO-170-3), and due to military specifications, had a gross weight of 1325”. My aircraft has a STC for an85 HP C-85-12Fwith a gross weight of 1300#. Althoughsome publications list a gross weight of 1800#, this most likely represents amisreading of 1300#. This aircraft is relativelyslow with a max speed of 87 MPH and a cruising speed of 79 MPH and a stallspeed of 43 MPH. The aircraft feels morelike I am wearing the airplane when compared to the Aeronca 7AC, but it is muchmore stable and firm in its controls. Itis a joy to fly, but the 12 gal main fuel supply and the added 4 gal reserveaux tank allowed for military models in the right wing limits its range. Again, the National Aeronca Associationsupports this model. As this aircrafthas an electrical system, starter, intercom system, COM radio and atransponder/encoder, it allows me greater utility to appear at fly-ins andmilitary themed air shows than my other aircraft.I have named this aircraft“Fearless Fosdick” in honor of my father’s 381^st Bomb Group (H) Headquarters’Piper L-4 “hack” of that name. The noseart depicts the hapless detective ever striving forward into danger with hisM1911 0.45 caliber handgun ready for action

Specifications: ATC 751 (9-4-1942)

Length: 22’4”

Height: 7’2”

Wingspan: 35’5”

GrossWeight: 1,325lb (as manufactured);1,300 lb placarded

MaxWeight: 1,300 lb

Airfoil: NACA-4412

Propulsion:

No. ofEngines: 1

Powerplant: Continental O-170-3 (A65-8)

ContinentalC85-12F

Horsepower: 65hp @ 2,300 rpm

85hp @ 2,600 rpm per STC

Performance:

Range: 199 miles(0.8 power @ 2,150 rpm / 4.2 gph)

CruiseSpeed: 79 mph

MaxSpeed: 87 mph

StallSpeed: 43 mph

Ceiling:12,500 ft (7,750ftwith full militaryequipment configuration)

Maybe I am crazy like my wife says, but my craziness is a sublimeform of bliss. May you also suffer fromthis affliction as it keeps us looking skywards towards something new andexciting in our lives? We are a luckybreed of human. I am glad to be a memberof our unique community who try to live without regret.

* * * * * * * * * * *

Ref:

Joseph P. Juptner, U.S. Civil Aircraft,Volumes 6 (1974) and 7 (1978), Aero Publishers, Inc., Fallbrook, CA

Chet Peek, TheTaylorcraft Story,Three Peaks Publishing, Norman OK, 1992.

RB “Doc”Hecker(EAA 789419) is a FAA Senior AME(20969) who retired from the US Army Medical Department in 1997 after 26 yearsof service. He holds a Commercial/InstrumentPilot Certificate for ASEL, AMEL and ASES along with an A&P MechanicCertificate. He has logged over 2,500hours and prefers small, intimate airparks. He has restored a 1965 Cessna C210E (N4904U), a 1946 Taylorcraft BC12-D(NC43306),a 1946 Aeronca 7AC (NC2241E),refurbished a 1943 Aeronca O-58B / L-3B(NC47185) and a 1947 Taylorcraft BC12-D (N43928). He is currently restoring a 1947 Aeronca 7BC/ L-16 (N119TX). His other projectsinclude building a RV-8 (N51TX) and he is assisting in the restoration of a 1976Taylorcraft F-19 (N3556T). He haspreviously owned a Cessna C-172 (N61785), a Grumman AA-5B (N74447) and a MooneyM20C (N10AD). In his free time, Docpractices medicine in San Antonio, TX. He is a member of EAA Chapter 35 of San Antonio, TX, EAA Chapter 92 ofOrange, CA, and is an EAA Technical Counselor and Flight Advisor. In addition, he is a Life Member of theCommemorative Air Force and affiliates with the Tex Hill Wing (Hondo, TX), and crewswith the Gulf Coast Wing (Houston, TX) as a Flight Engineer and member of themaintenance team where he does sheet metal and fabric repair work on thatmagnificent 1945 B17-G war bird “Texas Raiders” (N7227C).

January21, 2012

Mixing the New with the Old

2012-01-12T23:03:00.001-06:00

Recently I became friends over the internet with Scott Raczynski of Rapid City, SD. I was impressed when he told me about the cross-country flying he was doing in his 1946 Taylorcraft BC12D. He explained that he's worked hard to incorporate some tasteful upgrades to his airplane, making it a practical cross-country flying machine. He sent me some photos of his nice Taylorcraft.

Normally, I am a stickler for the old style of flying... dead reckoning...etc. But I do admit the GPS has really made navigation a snap for pilots, and in my opinion, this really improves the safety of flying. Now... most of us have enjoyed GPS navigation... but... HAVE YOU SEEN SOME OF THE REALLY NEAT NEW GADGETS AVAILABLE THESE DAYS???

Glass Panel Taylorcraft

Scott is certainly up with the times. Through the modern marvel of the Apple I-Pad, and some rather tricky aviation Apps, you can combine GPS, Weather information, and sectional charts all in one package. Scott tells me he can get real-time weather updates at each airport fuel stop, including winds aloft. This information is saved so that he can adjust his altitude selections in flight for optimum tailwinds... all this based on (practically) real-time data. One leg of his trip, Scott says he was showing a ground speed of over 140 knots. And with his STC'd C85 engine, he's burning less than 6 gallons per hour... that's some economical flying. Sectional charts are displayed on his screen... no more fumbling with paper maps. Scott has literally created a Glass-Panel Taylorcraft. And he doesn't even have an alternator installed!

I admit... this has me re-thinking the old ways of flying and the possibilities of mixing in a bit of new gadgetry in my own antique airplane.

Scott's sweet Cross-country flying machine


Before the mods to his panel.

So, I am now trying to convince my wife that we "need" an I-Pad. :) TLB

Christmas at the Old Fort (Fort Parker Flying Field)

2011-12-13T10:51:00.000-06:00

Late Fall and Winter time can be some of the best flying days in Texas. This past weekend our friend Jed Keck hosted us at Fort Parker Flying Field for the day in conjunction with the annual Christmas at the Old Fort celebration at historic Old Fort Parker. Rachel and I flew the yellow '46 Taylorcraft in from Deer Pasture airfield after having to wait out low ceilings for most of the morning. When we arrived, Leann was already there with the rest of the kids in the Suburban and also her Mom and Dad had flown in via their '39 Taylorcraft from Tick Hill Airfield. It was a fun day with an 1800's style visit from Santa, a re-enactment of a Native American-Indian wedding ceremony, a cowboy shootout, black-smithing, glass-blowing, and other period craftsmanship. This was my second trip to Fort Parker Flying Field. It was certainly not the last. In fact, we are now talking about holding a Texas Taylorcraft Fly-in there on March 31, 2012. In addition, we are looking forward to attending the International Biplane Association's - Old Fort Biplane Music Fest (Fly-in) there on June 2, 2012.

Enjoy these photos taken by Jed Keck.

NEW - Order your 2012 Taylorcraft Lover's Calendar today!

Buddy Rides

2011-11-25T19:45:00.001-06:00

I think the most gratifying aspect of old airplanes is the opportunities we have to share them with others. Thanksgiving day at Deer Pasture Airfield was a special time. God blessed us with beautiful weather, a great time with extended family members enjoying food, and fun stories and spending time with each other. And after the turkey and stuffing, after the games and laughs, the kitchen was cleared, photos were taken of all the families present... then it was time to go check out things at the Hangar. My great nieces and great nephews were surprised when they realized I had already done the pre-flight inspection on the Taylorcraft. At that point... there was nothing left to do but fly!

What a glorious day it was. For the triplets, Justin, Kailyn, and Shilyn... it was their very first airplane rides. For their big brother Colton, it was his first time at the controls... to fly himself. For their Mom and Dad... it was a chance to re-live the memories of flying in the old days with Grandy (My Dad). For me... I can hardly explain the feeling I had to see the expressions on their faces and to hear their stories at the end of the day.

I flew 12 sorties of Buddy rides... over 2.5 hours. A light breeze... direct cross-wind. So fun for me just to practice airwork and landing skills. But the absolute best is sharing the blessing of flight!

The way God intended man to fly

2011-10-13T16:20:00.000-05:00

This is absolutely the finest flying video I have seen. Thanks to Taylorcraft flier, Jim Brewer, for sharing such wonderful scenes from the Great State of Alaska. No more words necessary... just enjoy!

Guest Post - The Top 5 Advances in Avionics

2011-10-05T13:54:00.001-05:00

Your Comments are Invited:

The following is a short article by Philip J. Reed, titled "The Top 5 Advances in Avionics". I have agreed to post this article, although Barnstmr's Random Aeronautics neither endorses nor intends to promote Redstone College, Cirrus, Chelton Flight Systems, or any of the companies mentioned. The topic is intriguing to me on several levels. Increasingly, these new avionics technologies are finding their way in general aviation and in antique airplanes. And so I believe it is pertinent to the readers of Barnstmr's Random Aeronautics who primarily have interests in vintage airplanes and general aviation.

I am requesting feedback from our readers. Please click the "Post a Comment" link below and write to tell your experience with old airplanes and avionics equipment. Please give your opinion on the following:

1. Have you seen, flown, maintained, or noticed any of these 5 types of avionics equipment in old airplanes? If so, tell us which ones and the type of airplanes.

2. Do you think these devices (portable or installed) take anything away from the "vintage" flying experience?

3. Have you experienced an event in which one of these devices improved (or might have improved) the operational safety of the aircraft or the intended flight mission?

4. Have you experienced an event in which one of these devices caused a problem? (anonymous responses are recommended here).

5. Which of these devices would you consider a "must" for the old airplane of your choice? Why?

Thanks for your participation in my poll. TLB

Click on Article to Enlarge Image

Discover more about... Redstone College here.

Central Texas Taylorcraft - N95598

2011-09-29T17:24:00.003-05:00

For its entire lifetime, our Taylorcraft BC12-D has resided within a 150-mile radius in Central Texas. First licensed at the Alliance Ohio Factory on April 23, 1946, the airplane was registered 3-days later to its owner J.A. Reed in Temple Texas. Through a string of 11 other ownership changes before we bought it in 2006, the airplane has remained nearby. In all, 5 counties have provided the homes for this airplane over the past 65 airplanes. We hope to keep it here for a long time to come.

1976 - N95598 Parked at Lampasas Municipal Airport

2006 - Ownership Passed from Lee Eyeler (Williamson County)
to Terry Bowden (Coryell County)

2011 - N95598 Flying at Deer Pasture Airfield (Lampasas TX)

FEATURE ROBIN - Sept. 2011 - Richard Epton

2011-09-28T08:44:00.016-05:00

This month I'm posting the the following text and a few photos from Richard Epton of his Curtiss Robin J-1, NC781M. The following was originally published in the 3rd quarter 2008 issue of the Curtiss Robin Flyer.

Click on Images to enlarge

Many of you may remember that Ron Waldron (and Harry Wooldridge) had been working on the restoration of a Robin J-1. What a beautiful job in completing this airplane! It was soon sold. The lucky caretaker of this wonderful bird is now Mr. Richard Epton of Brooks, GA. Here are some excerpts from Jim Haynes’ email, Jan 19, 2008:
“Hi Jim. Thank you very much for the call. I am very pleased to become involved in the Curtiss Robin ‘family’ following my purchase of N781M from Ron Waldron last year…My name is Richard Epton. I came to the USA from England in Jan 1980 and have lived just south of Atlanta ever since. I run a company based in Fayetteville, GA. I currently still own a Bucker Bu.181 Bestmann and the Curtiss Robin and my son owns the Twin Navion.”

“When I collected the Robin from Ron, the wind was blowing pretty strong but straight down the runway. I asked Harry what rotation, stall, and over-the-fence speeds were and got the only response that a seasoned flier could give me.. ‘It will tell you…you will know’. We lined her up and slowly advanced the J6-5 and sure enough, by the time the throttle was at the stop, the tail had come up on its own and we were airborne. Around the patch and setting her up was extremely easy with the elevator trim being very effective. Strong legs and arms were a benefit when I played sport and they came in handy with the Robin! A gentle giant and paperwork done took off for FZG (Fitzgerald) at 1800 rpm with the help of the headwind I saw a groundspeed of 53 mph. Arrival at FZG was uneventful and a crowd gathered immediately… She’s a hit wherever taken.

Robin had only 3-1/2 hours on the airframe and engine since restoration by Ron and his friend Harry, now has approx 12 hours on it. The presence of exhaust fumes in the cockpit was very noticeable after the collection flight. This became worse and eventually noticed that where the exhaust pipe (positioned under the engine) is welded to the collector ring, a weld had failed. Actually, whilst the weld was exceptionally pretty, there simply was not much of it and suspect that was not the required penetration. Prop and collector ring taken off for re-welding. Cracks were starting to go into the collector ring itself. The collector ring was new. The action of the exhaust pipe, going up and down, had created a crease on its sides which had also cracked. Had someone been pulling up and down on the exhaust pipe and caused this, I do not know, or was it simply the engine vibration…. Our answer was to re-weld and strengthen the attach point to the collector ring and to attach supports to the exhaust pipe from the engine sides, through the cowling, to a sleeve around the exhaust pipe underneath in the belief that the exhaust would then move with the engine in unison. … All comments welcome. Looking for any and all assistance re comment, ideas, tips, etc. etc.” …

Since 2008, Richard and his Robin have been active and flying around the Georgia area and seems to be a fixture at the Peach State Aerodrome. On 9-27-2011, Richard emailed me saying that he is planning to do an engine change on his Robin. He is putting his J6-5 engine up FOR SALE (See the Curtiss Robin Page for details). The next time you See Richard and his Robin, it may be flying overhead with a Curtiss OX-5 engine.

TO INQUIRE ABOUT THE J6-5 ENGINE FOR SALE, CONTACT RICHARD@LOWESUSA.COM.

A Visit with Jerry Ferrel to see his Monocoupe

2011-08-23T18:38:00.010-05:00

This past Saturday morning, my friend Jerry Ferrel called and invited me out to see his wonderful Monocoupe 90A, NC 11767. Jerry is 84 years old. His airplane is 76! But both are in great shape. Jerry hasn't flown the 'coupe since June this year. "Its just been to 'blame' Hot!", he exclaims! And he's right. Certainly this summer has been brutal in Texas. Its good that Jerry has a nice insulated hangar to keep his bird protected from the weather. He'll not make it to Blakesburg this year but hopes to keep flying around Central Texas this fall. Here are some photos of NC11767.

This is another one of those Central Texas airplanes restored in the mid-1980's by Stuart Holmes. Jerry has sure kept 'er in great condition.

New Blog Features

2011-08-23T09:53:00.010-05:00

Announcing new features on our blog...

Barnstmr's Random Apparel
We thought it might be fun to combine some of the memorable images from this blog with my wife's hobby-business called "Stitchin'-N-Stuff". Check out the Apparel page above to see our new screen-print T-shirt designs for the Fall of 2011. You can be one of the first to get one via pay pal or see us at Blakesburg - Sept 1, 2011.

Barnstmr's Random Aeromail
Sign up today for our new E-newsletter called "Barnstmr's Random Aeromail". We promise this won't flood your in-box with endless information. Instead, we hope this will be a way for you to stay in touch with whats happening on our blog.

Since 2008, we have enjoyed sharing stories, photos, and information through this medium. While it is somewhat random, we really do try and stay focused on a specific time-frame and narrow list of topics pertaining to the world of vintage airplanes. Some call it the "golden age" or others call it "civilian aviation of the '20's & '30's". Whatever it is called it is a most special period of aviation history in our opinion. If you agree and wish to stay in the loop, give our newsletter a try. Click below.

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Dick Fischer's Curtiss Robin J-1

2011-08-08T23:23:00.010-05:00

AUGUST 2011 FEATURE ROBIN
Another Robin is coming along in Southern California, being restored by Dick Fischer - Curtiss Robin J-1, NC517N. He's the guy famous for building copy-sets of the 28X4 and 30X5 Bendix wheels as used on Curtiss Robins and many other antique airplanes. Dick sent me these photos awhile back (maybe 2 years ago) and exclaimed he had just finished building his Exhaust collector from scratch. Looks like a great job, Dick. Although I haven't had a recent update from Dick on his Robin, I thought this might encourage him to send us some more current details. These photos leave little doubt about Dick's workmanship. It will be great to see this old bird in the air again soon!

By the way, Dick also owns another Robin, NC5049, a model B. Here's a photo of that bird from its earliest days.

Before you GO!!

CHECK OUT our New blog pages

YARNS

A & E

Have a Blessed Day!!!!

Vintage DER (V-DER) Delegation Added

2011-07-19T18:42:00.005-05:00

I am very pleased to announce that my DER delegation has recently been expanded by the FAA to to include the special delegation, Vintage DER (V-DER).

Click here for more information.

Clean-up progress at Deer Pasture Airfield

2011-07-18T13:01:00.010-05:00

In Central Texas, if you don't keep an airstrip trimmed regularly, they tend to accumulate sprouting (and thorny) mesquite trees and armadillo holes. Also, hangars tend to be a magnet for old furniture, tractors, cars, lumber, equipment, sawdust, tumbleweeds, dirt, and all sorts of things that clutter up the floorspace. But lately, my brother Eddie and I are slowly gaining momentum toward having Deer Pasture Airfield (69TE) back to active status. We have been cleaning up the airstrip and hangar... a really big job. It has been about 5 years since we had anyone land there.

So, this past weekend, it was really nice to have our Taylorcraft friends, Doc and Mark fly-in to lend a hand. There were also two outsiders (non-Tcrafters) who flew in a Luscombe 8F and a Cessna 150 spam can.

The day was good all around. We got started cleaning on the Hangar around sun-up. Then we noticed a darkening sky like we haven't seen in over a month. Texas has been so HOT and DRY, it was a surprise to have a rain shower come through at about 7:00 am. I texted Mark and Doc that they might need to check weather. I heard from Mark around 8:15 that they had enough visibility and were about to head on up.

They arrived a bit after 9:30. By then, Eddie and I were already tuckered out. But having 4 airplanes with 5 helpers drop in gave us a new boost of energy. The guys gave us a hand with the Hangar cleaning and then started working on airplanes. My two sweet daughters spent the morning cleaning up the bathroom and the kitchen areas and had us a lunch of sandwiches laid out by mid-day. The rains came back off-and on all morning and early afternoon, giving us a much appreciated break from the 100F + temperatures as we have seen for more than a month now. By about 4:30, the skies cleared and the temperatures started back up into the high 90's. So the guys got started back home.

Major strides were made today. Again, Thanks Doc, Mark, Michael (Mark's grandson), Bob, and Frank. I sure appreciate you folks who are not afraid of hard work and who are so willing to help a friend. In return, I hope we can have some more good Taylorcraft times at Deer Pasture Airfield in the future.

We got my new McCauley prop installed and ran the engine on my yellow Taylorcraft, N95598 for the first time in 4 years. All good... except the RH mag is going to have to be overhauled. This was the only bad news of the day, still I got the exhaust shroud re-installed and Mark/Doc installed new fuel hoses too. All steps in the right direction.

Frank tried out the feel of the front office on our Robin NR82H.

Mark's grandson Michael told me he's going into the 9th grade this fall. He flew left seat with Mark as co-pilot on both legs of their trip. It's great to see Mark sharing his old airplane passion with the next generation.

Frank Milard's Luscombe is painted in authentic scheme as used in the Mobil Oil company pipeline patrol days. His public display of affection gives me an uneasy Lusco-phobic sort of feeling.

The guys heading back to Bulverde, TX

Monocoupes and Other Light Monoplanes of 1928

2011-07-04T10:12:00.018-05:00

Thinking ahead to this year's theme aircraft (the Monocoupe) for the 40th AAA/APM Fly-in at Antique Airfield, I wanted to share these interesting images from Aviation Magazines of 1928. That year, it seemed that many new aircraft manufacturers were looking to tap into a speculative market for sporty lightweight private airplanes.

Undeniably, the open-cockpit biplane designs had a solid hold on this market due to a proven safety record in the flying-minded public eye. So, attempting to sell monoplane designs was surely a risky venture. But by the late twenties, monoplanes had begun to prove themselves. It might have been the successful transatlantic flight of Charles Lindbergh in his Ryan "Spirit of St. Louis" that finally began to turn the tide of acceptance toward monoplanes. Whatever it was, some of these 1928 models stood the test of time; perhaps none more successfully than the Monocoupes.

Other 1928 Light Monoplanes

FAA to Study Airports

2011-06-29T17:29:00.008-05:00

General Aviation Airports are under the FAA microscope, perhaps more now than ever before. See the recent article on the FAA.GOV website. They want to "classify airports according to the roles they support". The report is due in January 2012!! What can this mean for our beloved old airplanes? It could be a good thing! But it will take an active approach by YOU. If you value your local airfield and want to ensure its future, get involved in the dialog. Join the Alphabet groups and speak out on behalf of our kind of flying.

ADDITIONAL INFORMATION:
Coincidentally a related story also came out today on the internet news site "General Aviation News" about a recent report published by the Iowa Department of Transportation (IDOT) Office of Aviation. In Chapter 4 of he report titled "2010-2030 IOWA AVIATION SYSTEM PLAN" the agency classifies the state's airports according to length of runway, available fuel, and services offered. Turf airports and paved airports with runways shorter than 3,000 feet in length are labeled as "Local Airports – These airports serve local aviation activity and have little or no services available. Included are airports with only turf runways and those airports that do not have the infrastructure or services to fill the Basic Service role." Other airport classifications are "Commercial", "General", and "Basic" Service airport facilities.

It appears that local, state, and federal agencies plan to use these classifications as a means for determining allocation of funds and presumably 'minimum requirements' to be imposed to help ensure that the transportation system will meet the needs of the foreseeable future. Airstrip owners and small airport owners need to pay attention whenever these agencies start talking about 'minimum requirements'. The IDOTs report already lists some recommended minimum targets for "Local" airports, such as
- 50 feet minimum runway width
- Posted contact information
- Security Plan
- Emergency Plan
- Land use definitions
- Height zoning

Such requirements, currently focused on public airports, stand to increase operating costs. They loom ominously over the skies of our favorite airfields. And as these classifications and labels take hold, it won't be long until private fields will also be affected. It is important for airport users to GET INVOLVED at every level (local, state, federal). Lets all stay abreast of this issue as it unfolds and work to minimize its impact.

Curtiss Robin Page - July 2011 Feature Robin

2011-06-24T10:59:00.006-05:00

Barnstmr is pleased to announce the addition of a new Curtiss Robin Page on Barnstmr's Random Aeronautics web-log. We have added it as a new "tab" at the top of this site. We hope you will visit this page often to see what's going on in the Curtiss Robin world.

Feature Robin s/n 393 - July 2011

Al Holloway, Quincy, CA recently sent me some nice photos of his Curtiss Robin B rebuild project. Al, founder of Holloway Engineering, is a noted restorer of old airplanes and even more recognized for his engine overhaul expertise. These photos illustrate the outstanding work he is doing to preserve his OX-5 powered Robin s/n 393. This Robin was originally registered as NC45H, but is currently showing on the FAA registry as NC127H. I asked Al to help me out with a writeup and he promised to do so. But that was over a month ago. I am sure he is busy working on the Robin. And besides, these photos say all that needs to be said about Al's beautiful craftsmanship. Click on the images to see the enlarged size picture.

PARKS SCRAPBOOK VOL.1 NO.2

2011-06-17T15:51:00.014-05:00

Vol. 1 No. 2

The Sphere of the Air College

Parks Air Lines, Inc. and Affiliations

This segment of Parks scrapbook items includes more than 45 pages of photos and news articles detailing the earliest beginnings of Mr. Oliver L. Parks’ aviation endeavors. The plot unfolds as Oliver Parks began his career as airplane pilot and car salesman for Gravois Motor Company. You’ll be amazed to discover how quickly he established Parks Air Lines, Inc., which grew to include Parks Airfield, Parks Aircraft Company, Inc. and Parks Air College. Mr. Parks article, titled “The Sphere of the Air College”, published in March 1929 in Aero Digest magazine provides a fitting closure to this segment.

BARNSTMR'S SCRAPBOOK ARCHIVES

2011-06-15T23:29:00.015-05:00

In the pages that follow, you will find a hodge-podge collection of photos and information that I collected over the years, with the greatest of intentions, to someday publish some articles, books, or perhaps a few short stories about aviation history. Though a few of these records have not been published before, a majority of them have. Still, I collected this stuff anyway because it was fascinating to me. Perhaps there’s not much here of interest to others, but I have enjoyed finding and assembling these items into a semi-organized mess. I don't see a book happening any time soon. So, I hope you'll enjoy these scrapbooks in the mean time....Terry

Vol. 1 No. 1

The Complete Story of

Parks Aircraft, Inc.

This document contains more than 40 pages of Scrapbook material and the original 13-page manuscript called, “The Complete Story of Parks Aircraft, Inc.”, written by Terry Bowden. A polished 7-page version of this work became published in “Vintage Airplane Magazine”, December 1991.

Dad's Toys from the Attic

2011-05-04T20:58:00.017-05:00

Recently, my wife and I pulled Dad's old toys out of storage. Saved first in the attic of our Grandparent's homestead, and later moved to the attic of Dad's hangar at Deer Pasture Airfield, these items date back to the mid and late 1930's. These toys, along with a few family photos are all we have left to remind my siblings and me of our Father's youth. My siblings and I are now deciding what to do with these interesting relics. They're possibly worth some monetary value to some folks. But this is nothing compared to the sentimental value for us. Some probably will end up on the knick-knack shelves of our homes for us to admire occasionally in memory of Dad. The Texas heat has gotten the best of some of them, broken down and so badly deteriorated that they are literally turning to dust. And so, it seemed to me that the best way to save and hold on to these simple items was to capture them in pictures.

Click on images to enlarge.

They give us just a glimpse into a time in our Dad's life, long before we knew him... when he was just a boy. There is no doubt that Dad's love for airplanes had started at a very young age. And one other thing is clear... Dad and his sister (our beloved Aunt Janice) were hard on their toys. Each one is broken in some way, showing they were well used. There's not much else to say about them. It's fun just to look at them and try to imagine our Dad playing and enjoying them as a little boy.

A little help from my Texas T-craft Friends.

2011-04-12T10:19:00.012-05:00

Deep in the Heart of Texas, there are some really fine, deep-hearted T-craft Texans who made my day this past Saturday! Thanks to Mark Julicher, Doc Hecker, and Buell Powell, the mountain of discrepancies on N95598 have now been reduced to a small molehill of squawks. So, as soon as my TAX refund comes in, I will be looking for a good metal prop and I'll be back in business.

Sometimes life circumstances tend to keep you from accomplishing some of the things you wish for. Somehow, Mark insightfully picked up on this in my regard. So he rallied the troops for this special effort and these great guys gave up their Saturday to lend me a hand to go through my airplane. I can't thank them enough. This has been needed for several years and I have just not had the time to get everything done on my own.

We were especially proud of our floor jack system.

The results are clear... We had a great time, built some great memories, and best of all... solidified friendships that I know will last for a long time. There's nothing like having three guys who love Taylorcrafts pouring out their TLC all over your airplane. Mark, Doc, Buell.... you guys ROCK!

John Ryburn Bowden: 1929 - 2011

2011-02-23T13:41:00.010-06:00

It is with mixed emotions that I must report the passing of my father John Ryburn Bowden. He has made is final flight toward the heavens and will be missed by all who knew him. Missed for his kind spirit, his love of aviation, and for the way he generously shared that passion with others. Yet we are relieved that he will no longer suffer through his courageous battle with Alzheimer's disease and other illnesses.

Many aviation enthusiasts have fond memories of attending one of the annual fly-ins hosted by my Dad and Mom over a span of 14 years from the late 1970's through the early 1990's. Some of those years, there were two (2) fly-ins. Attended by folks from all over the United States, these events grew to include over a hundred planes and several hundred visitors and participants. This was Dad's way of contributing and sharing in the promotion of grassroots aviation, antique airplanes, and sport flying.

We are so very proud of dad and all of the ways he taught us and cared for us. He lived life to its fullest and made every day a new adventure. His aviation accomplishments alone are marveled by many. Yet these were only small chapters in a life of countless achievements. One newspaper account of his life stated, "Many of us dream of doing things. John Bowden did them." This is an understatement.

Such a story is impossible to tell, short of a biography book. Perhaps one day this will happen. but for now, we will hold to his memory and be thankful for the time we spent with John R. Bowden.

View Obituary Here

View Photo History Here

-----------------------------------

John Ryburn Bowden
December 19, 1929
February 19, 2011

We would love for you to share your memories and comments about dad below.

What the heck is "Dry Rigging"

2011-01-18T16:27:00.005-06:00

I don't know if it is the correct terminology or not, but Dad always considered one of the most important steps in aircraft restoration to be the "Dry Rigging" check. What is this you ask? Well before you go to the trouble of covering your airplane with fabric, you take the opportunity to fully assemble the airplane and make sure everything aligns, fits, and works properly. You'd hate to find out after your fabric finishing job that the N-struts no longer align in their mount holes because of those newly built lower wings. Seriously, you can do all of your preliminary rigging of the wing wash-out/wash-in, landing gear alignment, control cable function etc. It will save a lot of headaches in the latter stages of the rebuild.

This step in the process is also a good emotional boost as you transition into the final stages of work. Once you see that whole airplane coming together, you can't help yourself from making engine noises and picturing yourself lifting off the grass on your very first takeoff.

1918 "Flyin' Frolic" Love Field, Dallas TX

2011-01-17T13:17:00.015-06:00

The end of WW 1 was celebrated Texas style on November 12 and 13, 1918 in Dallas Texas at Love Field Air Corps Training Depot. This event, dubbed "Flyin' Frolic" was attended by thousands. Aerial exhibitions were enjoyed as well as other technological marvels of the day.

Here are a few photographs from a collection given to my dad in the 1970's by a friend Charles "Uncle Charley" Dawson. Some of these photos were placed in the Air Power Museum back in the 1970's by dad.
Click on the images to enlarge...

Lt. William T Campbell and the Curtiss Jenny
in which he performed 169 consecutive Loops

Historical Records:

This DallasNews.com article by Robert Miller (Jan.16,2008) gives an excellent overview of the event and also highlights the artwork of Walter Matt Jefferies and the subject exhibit placed in the Frontiers of Flight Museum, by Matt's brother, Richard Jefferies.

Copies of the beautiful "Flyin' Frolic" images painted by Matt Jefferies for display at the Pentagon may be acquired through Richard Jefferies at this webpage dedicated to the works of Matt Jefferies.

In 2005, the University of Texas at Dallas featured a lecture by Dr. Erik D. Carlson called: “The Flyin’ Frolic: U.S. Military Aviation, Love Field and the End of World War I,”. This webpage details the lecture event.

Some more photographs from this event are on file at the Dallas Municipal Archives. Go to their related website here.

The book, "Winning Causes: World War Stories" by John Gilbert Thompson and Inez Bigwood also covers this topic with a unique Aerial Parachute Photograph available here.

Prologue:

As time permits, I plan to work at getting better quality scans of these photos. But for now, these are the best I have. I think most of this blog's readers will enjoy these.

Notice the American flags flying off each airplane's left wingtip.

I counted 53 Jennys in this photograph!!

Wow!

Cabin Wacos

2011-01-11T08:33:00.014-06:00

photo by Tom Eggert - click on photo to enlarge

My friend Tom Eggert in Minnesota recently sent me this great photo of his beautiful Waco YKS-7 taken along with Waco ZQC-6 (NC2277) in the foreground. What a nice picture! Two Gorgeous Cabin Wacos from Minnesota. I am so looking forward to flying with Tom in his Waco someday.

The C-6 holds a special place in our family's memories. Now owned by David Schroeder in Eagan MN, NC2277 came into the Bowden family in 1978. Dad and I drug it home on a trailer from Ponder Texas. The story goes that this airplane was crash-landed on the bottomland of the Red River in the late 1960's after an in-flight fire. The owner/pilot at that time was Jack House. The lower wings and landing gear had been wiped out. The basket of remaining parts had been stored and passed around for over a decade. By the time dad bought it, there was no wood to be found for the fuselage. There were no lower wings. No landing gear, No engine. Some cowling parts. A real basket case.

NC2277 taken in the 1950's. photo credit: AAHS Archives

In-flight photos by Terry Bowden, shot from a Cessna 172D photo plane.

Dad and I built the lower wings from scratch using pictures as a guide, a rib jig we got from a friend, and a wing sketch on 8 X 10 sheet of paper. Dad absorbed himself in this airplane for thousands of hours over a 5+ year period. Among the improvements we made, was an engine change to 275 hp Jacobs (it was formerly a 350 hp Wright powered ship). The engine swap included a modified Cessna 195 "dyna-focal" engine mount which made this one of the smoothest Wacos around. After making the mistake of using VW Beetle brakes, we later installed a set of Cleveland wheels and brakes with a locking tailwheel, which finally made it somewhat controllable on the ground. Those '36 Wacos have a narrow gear and with 100 gallons of fuel in the upper wing, you really have a ground-loop sensitive airplane. The C-6 is one airplane that requires a good set of brakes.

Dad spent hours and hours on the finer details of this airplane. I can remember how the strut farings were literally made over and over again until finally getting them just right. Dad was generous with soundproofing, all glass windshield, custom-made woodwork with inlaid trim on the instrument panel... a really nice interior. First flight after restoration was in 1984.

In comparison to the F17D Staggerwing we later had, the Waco was quieter, cooler, and more comfortable in the cabin. Great for long trips. The unique paint job on this airplane was copied from a factory sketch that remained with the airplane paperwork. Dad corresponded with Ray Brandley who recalled the original colors which were custom-ordered by the Schweitzer Cummins corp in 1936. Mom and Dad flew this airplane to Blakesburg IA, Bartlesville, OK, and other fly-ins over the years and really enjoyed how it flew.

I am glad to see that Mr. Schroeder is taking good care of ol' NC2277.

Our first Waco was a YKS-6, NC16507. Dad bought it in 1977. We kept this airplane for a couple of years... rejuvenated the fabric, replaced some of the interior, did a top overhaul and fixed a TON of leaks on the 245 Jake. It was a sweet flier. We dont have many photos of this airplane. When it sold it went out to the West Coast. It is still on the FAA registry in Rosamond Calif.

NR482N The World's Fastest Travel Air Monoplane

2010-11-23T12:44:00.015-06:00

Photo Credit Parks College of Saint Louis University, Archives

The Doolittle 400 Racer

Speaking of fast Travel Airs, here's another airplane that might not immediately come to mind. But this airplane may have actually held the title of "World's Fastest T.A. Monoplane", at least for a few hairy seconds.

Photo Credit, San Diego Air & Space Museum

This is the story of one mis-adventure (there were few) in the life of the famed aviator, James H. “Jimmy” Doolittle and the plane he called “the 400 racer”. The plane, formerly known as the “Shell Mystery Ship” started life as serial number 3 of the factory specially-built Travel Air model R (also known as the "Mystery S" model).

Amidst the Great Depression in the early 1930’s, most folks were lucky if they were able to hold down their jobs. Jimmy Doolittle, having already established himself as one of the country’s premier pilots was fortunate to have many different enterprises. But his mainstay employment was with the aviation department of Shell Oil Company. Doolittle, along with aviator Jim Haizlip, were the Shell company’s publicity faces of aviation. One of the many airplanes operated by these corporate pilots for Shell was a Travel Air model R, a.k.a. “Mystery Ship”, which they each flew in various races and public events.

By 1931, the airplane had been badly damaged and so the company decided to get out of racing altogether. So Mr. Doolittle acquired the remaining airplane and took it to the Parks Air College CAA approved repair depot for refurbishment and some major design changes dreamed up by Doolittle. The result was a one-of-a-kind Travel Air racing machine.

BEFORE (click on images to enlarge) and AFTER

Historians have attempted to tell the story of this airplane, but it seems the design details of this unique airplane have been intentionally erased from history. The best modern-day article I've found on the subject was the following one by the late Mr. Truman C. "Pappy" Weaver.

Click for Larger Image

Weaver’s article (EAA publication, "The Golden Age of Air Racing") provides some important facts about this airplane. But one of the details in his account has been disputed by air race historians. His article states, “Part of the modification was hiding the small struts that braced the wings – which gave the racer a gull configuration.” There is no doubt that this airplane had a very different wing-to-fuselage fillet appearance. But some have said that the original wing brace struts were eliminated altogether by beefing up the wing carry-through and attachment structure. Perhaps there is someone still around who can clear this up. Or possible some documentation may exist. Hopefully something will turn up to settle this claim. Whichever the case, the change was expected to provide improved speed and performance.

It must have been a most spectacular event on the day Doolittle took delivery of his prized machine. Spectacular to see this magnificent airplane take to the skies... but then in the most unexpected way... come crashing to a dismal end. Thankfully, Mr. Doolittle managed to parachute to a safe landing. But not so for his dreamy Travel Air.

Below are some news accounts published within days of the event. In reading these articles, I've concluded this to be one of those unfortunate endings in a test-pilot's work in pushing the design envelope. Doolittle managed to reach a speed reportedly over 250 miles per hour before tragedy struck. High-speed aileron flutter, he proved, is usually catastrophic. Sad, but true... Some designs were just not meant to become reality.

NR6239 - The World's Fastest Travel Air Biplane

2010-09-19T18:26:00.010-05:00

Anyone who has ever flown in an open cockpit biplane would agree... you'll not soon forget the experience. And if you've ever flown over about 110 mph in one, you'd probably say its unforgettable. Things start to vibrate, whir, shimmy, and shake. It's probably the flying and landing wires that really get your attention. They really go from their typical "whining" sound to a literal "screaming" sound as they cut through the wind.

I have never flown that fast in a Travel Air biplane. I guess the closest thing was a ride I got one time in a Waco Taperwing with Gordon Borland. I was pretty young at the time. We did one high-speed pass down the runway. We must have been screaming close to 110 mph. That was a flight to remember. I was reflecting on that flight today and I began thinking of Travel Air biplanes. I wonder what the World's Fastest Travel Air biplane is. Granted, I really prefer flying low and slow. But there are those who love the thrill of flying fast.

Travel Air NR6239 - Can you imagine going 144 mph in this airplane?

One such individual I know of may just hold the record. On May 28, 1929 Sydnor Hall of Saint Louis posted a speed of 143 mph during the preliminaries and then 144 mph the next day during the Final heat of the Gardner Trophy Air Races. His airplane was a highly modified model D4000 Travel Air s/n 690, registered as NR6239.

Whats incredible to me is that the 143 mph speed is not just a one-time short burst of diving speed. But it is the average speed over a 790-mile distance run. I can only imagine how tiring it would have been and the beating endured by Hall for more than 5 and a half hours.

Sydnor Hall's entry in the Parks Air Field registry, May 28, 1929 (click image to enlarge)

Sydnor's success did not come without some major modifications. You can read more about this super fast Travel Air biplane in my articles on the Gardner Trophy Air Races.

Part 1 The Gardner Trophy Races, - The Preliminaries

Part 2 The Gardner Trophy Races, - The Final

Can you spot all of the changes in comparison to the photo at the top of this page?

Curtiss F6C-4 Completed Headed to NM-USMC

2010-09-17T13:13:00.005-05:00

Part 3: Restoration Completed - Curtiss F6C-4 Hawk Headed to Museum

click on images to enlarge

Latest email from Mark Julicher, Restorer
A few minor tweak are left to finish, but it goes on the truck to Quantico,Virginia tomorrow.

Enjoy these. the next photos will have to be taken in the National Museum of the Marine Corps.

Curtiss F6C-4 Restoration for Marine Corps Museum

2010-09-11T09:48:00.008-05:00

Here's Part 2 of our friend, Mark Julicher's, reports on the refurbishment of this Curtiss F6C-4 in San Antonio. What a great airplane!

Terry... How many times I would like to have had these! The wooden charging handles go to a .30 cal on the left and a .50 cal on the right. The perforated bins are ammo boxes. Tail feathers went on on Tuesday. Slow deliberate progress here. The under-slung aux tank is wobble-pumped up into what looks like a 40 gallon main tank just behind the firewall. LOTS of empty airspace between engine and firewall. I was not the artist. The Eagle, Globe, and Anchor - must have the bird looking forward on both sides of the fuselage!.... Mark

Too bad this bird won't fly - she's headed to the National Museum of the Marine Corps for static display.

Japanese Surrender - Historic Signing of the Treaty to End WWII

2010-09-08T18:15:00.007-05:00

This restored video recording has recently surfaced and is believed to be the only color film documentation of the historic signing of the treaty to end WWII, Sept. 2, 1945. Though not directly related to the usual theme of this blog-page, I wanted to share this with others (especially with those younger than me) that this important event will be remembered in the way it truly happened. I want future generations to know and understand that it is really possible for the nations of this world to work through their differences in the spirit of civility and honor. And most importantly to show them that the United States of America has led the world through the toughest of times. God blessed this event.

Here is the complete un-edited version.
Music has been added.

Click HERE for source story from Fox News

Click here for the United News Reel in black & white on YouTube.
Includes famous speech by General Douglas MacArthur

Curtiss Robin videos on the Internet

2010-09-07T17:24:00.010-05:00

Curtiss-Robin fans... you'll enjoy this footage of Lucky-Lindy flying an OX-Robin courtesy of www.criticalpast.com.

Colonel Charles A. Lindbergh flies the Curtiss Robin in United States.

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Also.. this one from YouTube, featuring Gunther Calberer flying his Model J-1 Curtiss Robin in Europe.

http://www.youtube.com/watch?v=s73v40Ane6g

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Have you seen this historic video from 1988 about Douglas "Wrong-Way" Corrigan and his Robin?

http://www.youtube.com/watch?v=y98tz1GiJVY

- - - - - - - -

And finally a recent YouTube entry, featuring Fred Dexter's rare model C-2 Curtiss Robin. This one has been converted from its 185 hp Curtiss Challenger engine to a 220 hp Continental W-670

Click here

Curtiss F-6C4 Re-Cover - Way to Go Mark!

2010-08-18T11:29:00.035-05:00

It was hot and dirty work - happy to be done

My friend Mark Julicher of Bulverde, TX has been sending updates to his latest project to recover a Curtiss F6C4 aircraft for the National Museum of the Marine Corps. He has graciously allowed me to add his photos here for the followers of Barnstmr's Random Aeronautics to enjoy.

Here are some of his reports below. I will add more as he nears completion of this wonderful airplane.

AUGUST 17, 2010

It is traditional when school restarts to write an essay titled, "How I spent my Summer". Here is a short picture essay of how I spent my summer. Please enjoy my small indulgence here.

This plane is slated to hang in the National Museum of the Marine Corps when they complete the new aircraft gallery. It is a Curtiss Hawk originally flown in 1928, 98% of this one has been rebuilt - my task was to apply new fabric and dope which I accomplished at a facility in San Antonio, Texas. The plane will be re-assembled for final inspection in the next few weeks and then shipped overland to Virginia.

The structure is an amazing combination of construction techniques including riveting, welding, wood & glue, wire bracing, sheet metal and of course fabric. The fabric process here is Ceconite with Randolph dope. The engine is a Pratt & Whitney 1340 rated at 650 horsepower. Save for the magnetos, there is no electrical system. The plane was aircraft carrier qualified which is amazing in itself, although the landing approach speed was probably only 60 knots which would make for a quick stop with any kind of wind over the deck. Armament is one .30 cal and one .50 cal directly in front of the pilot and firing through the propeller arc via a synchronizer. I imagine the pilots were mostly deaf after firing a few rounds!

The upper wing required 28 yards of fabric sewn into five panels for the top side and five for the bottom. I counted 1070 rib laces - give or take a few. It took four days to rib lace the upper wing plus a day each to rib lace each lower wing. There is one gallon of dope for each coat on the upper wing and there are 13 coats on it.
I shall complete the fabric work on Tuesday August 17 and then a local artist will paint the Eagle-Globe&Anchor insignia plus a few last minute touches on the fuselage. As a final step the plane will be assembled for a good looking over before it it crated and shipped.

All the best,
Mark

------------------------------

Click on Images to Enlarge Photo

Upper wing ready to cover

Tail feathers in the spray booth

Vertical stabilizer awaiting squadron insignia

Rudder - huge!

Lower left wing being taped

Upper wing top side - complete. 46 inch diameter national insignia, 26 inch high letters

Upper wing bottom side

Fuselage being prepped

Pilot seat. The perforated bins are ammo cans. Red knob is a manual fuel pump for the aux tank.

Fabric starts out saggy-baggy

Fuselage ready for tapes and dope - engine being assembled

Mark says, "Yes I sat in the cockpit and it IS way cool!"

Fuselage getting silver dope.

--------------------------------------
Random Correspondence from Mark

MAY 3, 2010
Buell and Terry,
Have either of you ever covered a wing that uses a wire trailing edge?
If so, is there anything special I need to know about how to do it? It appears that I will get a contract to cover this F6C-4, and the wings have wire trailing edges. I have the original fabric to look at (already removed) and there are probably some clues there, but any pointers I can get would be appreciated.
Perhaps I need to go discuss this with Roger Freeman? I don't know, but you guys are the restorers I trust most in these parts so I thought I would first ask you two.
Thanks,
Mark Julicher
------------------------
MAY 4, 2010
Terry,

The trailing edges will indeed scallop. I think there may be nothing you can do about that with wire edges. I'm concerned about how to keep the glue from puckering the fabric because it will probably try to touch the opposite surface and stick on it. Sort of like when you get too much glue on a tube and the fabric wraps around too far and leaves a dimple.

All the best,

Mark
------------------------
June 02, 2010

Prior to dis-assembly
31 foot span
2000 rib stitches on 2 1/2 inch centers in the top wing alone.
According to the owner, it is a replica, but that is sure enough a legitimate data plate. And no, it is never going to fly.

The Curtiss F-6C4 was flown by the USMC. This remaining example belongs to the National Museum of the Marine Corps. The technology is fascinating.

Here are two photos taken during the restoration so far. One is an example of a lace-in panel frame. New boot hooks will be swaged onto this frame after a 4 inch fabric tape is applied - thereby capturing the fabric under the hooks. We are purchasing boot hook swages that mount in an arbor press to do this task.

Next photo is how I covered the wire trailing edges of the lower wings. Per advice from Jim and Dondi Miller, I could have done an overlapped glue joint over the wire, but I decided to go in keeping with the original fabric. I had to dissect some old linen to figure out the secret of covering the wire. I'm happy to say the zillion stitches held perfectly when the iron hit the fabric.

----------------------------------------------

More on the Doped-In/Lace-up Inspection Panel
- Pay Attention Curtiss Robin Restorers!-

When Mark first began the process of restoring the F6C-4, we had some interesting dialog floating around via email on just how to accomplish this type of Doped-In Lace-Up Inspection panel. Here is the string of emails....

Terry,

Thanks. After a lot of figuring, I believe you have the correct solution in fabricating a sub assembly. Now to go purchase a pot load of boot hooks...

On Jun 4, 2010, at 11:40 AM, barnstmr@aol.com wrote:

Mark,
Curtiss Robins had this type of panel near the tail when new (although Dad did not keep this purity in the restoration of our Robin 82H). If this were up to me, I would first cut out a pinked-edge fabric rectangle approximately 1.5 inches larger than the overall dimensions of the aluminum rectangle and then go ahead and prepare it complete with the swaged lace-hooks on the bench. This would result in a fabric/aluminum sub-assembly. Then hold on to that until after the fabric cover is stretched on the airframe. Then I would dope in the panel/fabric sub-assembly into position wherever it goes. You could cut out the middle portion (to result as a 3 or 4-inch pinked edge tape) or just leave it there and have 2 layers of fabric full span across the panel. An additional layer of pinked tape could be added if you were worried about strength, but evidently, the last restorer decided its not necessary.
I'll bet you will have a bigger challenge preventing dope runs from forming around those little lace-hook buggers. Perhaps you'll want that surface to be horizontal while doping.

Terry
p.s. My wife is knowledgeable about some of the fabric swaging tools. I will see if she has any sources for you.

mjulicher@earthlink.net>
To: barnstmr@aol.com
Sent: Thu, Jun 3, 2010 10:51 pm
Subject: Fwd: Help with Lace Panel
Terry,

Nope, it is not at Doc's, and it would be a tight fit.

Here is an e-mail I sent to the vintage aircraft guys, perhaps you may know the answer to my predicament, BTW, the vintage aircraft folks were not very satisfactory on my query about wire trailing edges, so maybe they will do better on lace-in panels.

All the best,

Mark

Begin forwarded message:

From: mjulicher@earthlink.net>
Date: June 3, 2010 9:23:02 PM CDT
To: andrew baldeagle27@earthlink.net>
Subject: Re: Help with Lace Panel
Andrew,Many thanks for the reply. I went through the same thought processes, but none of the proffered solutions appear to be correct. Allow me to share some photos of this project and discuss each in turn. At least that way you will have as much to go on as I do. Beg your pardon if I overwhelm your e-mail.
First let me say that this plane is a replica built in the mid 1970s, even though it has an original 1928 data plate. (that could start a donnybrook all by itself, but I digress). I am guessing the build-date based on some date stamps on wood in the wings. Furthermore, much of the AN hardware in not from the 1920s.
Second, the lace-in panels in this plane are a work of art. Someone far more clever than myself built this jewel. If I can capture enough photos etc, I feel a how-to magazine article coming on...

Photo One is the project before it was disassembled and moved to the shop in San Antonio. Lace-in panels are prominent. I asked the owner (USMC museum) if I could re-use the current panels, but it appears he wants new ones. The workmanship in this plane is phenomenal, and it will take my best effort to cover this to museum quality. BTW, the slipper fuel tank hangs down a few inches because one machine gun's expended brass chute empties straight down.

Photo two is self explanatory. This gem is mounted above the pilot's left shoulder. These planes were mostly based in San Diego. According to various reports, the straight nose F-6's were kept by the Navy, and round engines were the favorite of Marines. The plane was carrier capable.

Photo three is one lace in panel. The 3" fabric tape covers both sides of the panel and it has not been split. That kills the theory of doping on a panel then cutting it out before installing the boot hooks. None-the-less, I still may have to do the job that way because it makes good sense.
HOWEVER this puzzle is really a stumper... read on.

Photo Four. Here I peeled some of the fabric back to see if it went under or around the boot hooks. The old fabric (linen) tears right up to the hooks and I'm convinced it goes under them. Besides, how would you punch perfect little holes in the tape for each hook to protrude through?
So now I'm thinking the frame was doped on and taped. Then the holes were made in the fabric, probably at pre-drilled locations in the frame, and finally the hooks were installed and swaged in place by a tiny A&P who crawled into the fuselage.

Or perhaps the fuselage sides were covered, the lace-in panels were doped to to the fuselage, the hooks swaged on while someone could reach in from below or above, and lastly the turtle deck and belly were covered???

Photo 5. Here is the reverse side of the lace-in panel. The panel frame is elegant. It is one piece of aluminum which has been stop-drilled and then MOSTLY split down the centerline. The inner frame and outer frame are still attached at the corners as shown and also at the center point of each side. This makes a beautifully straight frame with perfectly parallel edges. I am impressed by both the technique and the craftsmanship.

My next step is to contact a boot hook maker and find out what sorts of tools could be used to set the hooks. This might offer a clue, especially if there is some sort of two piece tool using a set and a buck. Many thanks for your ideas.
Mark Julicher

On Jun 3, 2010, at 8:03 AM, andrew king wrote:
I think that the answer might be that they installed the inspection opening framework in the fabric before they covered the fuselage. In '28 they would have been using an envelope with sewed seams on the longerons, so they would have been able to place inspection openings where they wanted them. I've seen original Jenny fabric that had the metal grommet drain openings in the wing installed with no patch, that must've been done before covering, haven't seen an inspection opening done that way, but it's possible. Or perhaps they installed the frame, then cut the fabric from the opening, and then installed the boot hooks reaching the backside through the now open hole. My best guesses...
Andrew
vintage@eaa.org>
Sent: Jun 2, 2010 4:27 PM
To: baldeagle27@earthlink.net
Subject: FW: Help with Lace Panel
Andrew, I know what he's talking about, but I'm not clear on the actual install. I think you've done this, so would you mind answering him and ccing me on your reply? Thanks! H.G.

-----Original Message-----
From: Mark Julicher [mailto:mjulicher@earthlink.net]
Sent: Tuesday, June 01, 2010 7:52 PM
To: vintage
Subject: Help with Lace Panel
I am trying to locate ideas on how to fabricate a lace-on inspection panel. Allow me to introduce myself. My name is Mark Julicher, EAA 605278, also a member of NAFI and a technical counselor and flight advisor, and I have rebuilt several aircraft, mostly fabric. But I'm stumped.
I am replacing the fabric on a 1928 biplane that uses lace-on inspection panels. It is easy to figure out how to build the aluminum framework, but after that it gets dicey. It appears that the framework is applied to the fuselage in the usual manner with dope and fabric, but the boot-lace hooks on the original framework were installed AFTER the framework was doped and taped on. Boot lace hooks are swaged on, so how was that done without access to the back of the panel?
I am in the process of contacting boot hook makers to see how these are swaged on Perhaps I'm barking up the wrong tree and the solution is just dirt simple.... ??

So my question is, is there WW I or 1920's expert I might speak to about how this process is done? Or is this a lost art and I'm on my own?? Any help would be appreciated.
Best regards,
Mark Julicher

-----------------------------------

And for a final related Treat... Check out this historic video with Curtiss F6C-4 airplanes.

US P-12 and F-6C4 aircraft in formation flight at Cleveland National air race in Ohio.
Cleveland National air races in Cleveland, Ohio. A formation of 18 US Navy Curtis F-6C4 aircraft in flight at the air race. 18 bi winged aircraft in flight in three rows of six planes each. Another formation of 18 bi winged aircraft in flight. Bi winged aircraft in flight. Three US Army Air Corps P-12 aircraft execute an inside loop while in flight. A large crowd gathered to watch the air race show. A P-12 aircraft executes a barrel roll. A bi winged civilian aircraft executes several 180 degree loops and flies upside down. A parachute descends as a pilot of an aircraft lands in parking lot. Aircraft crashes into the ground. A bi winged aircraft flies low over the ground and then pulls up.

US Government Archive number for this historic video is: 342 USAF 23961 (DBVT)

"Pearl" the movie

2010-07-19T11:15:00.003-05:00

I really cannot wait to have the chance to see "Pearl" the movie. This looks to have some really nice flying footage of David Mars' Curtiss Robin but also is acclaimed to be a great story and wholesome family movie. Check out the website here.

Chet and Marian Peek

2010-06-14T16:38:00.009-05:00

Two lives devoted to each other... and to aviation.

We had a nice visit back on May 25th with Mr. and Mrs. Chet Peek in Newcastle Oklahoma. It is rare to meet such a fine couple. Their unique relationship has always included a mutual love of airplanes. Chet, a noted aircraft historian and restorer, is nearing 90-years old and is a pleasure to be around. Marian, a Master-Gardener in her own right, is also a joy. By the end of our visit, she had loaded us up with a bag-full of plants that Leann has now transplanted to our yard in Texas. The 2+ hour stay was way to short. I told Leann on the way home that I could spend all day with Chet and still not have time to listen enough to his stories and knowledge. Chet was a maintenance engineer during WWII and served in the 8th Air Force. He reminisced about flying home after the war in a B-17. Chet's civilian Engineering career has included trailer manufacturing, the refrigeration business, and several years as a university professor at the University of Oklahoma. Over the years, he has restored many antique airplanes, including a WWI Curtiss Jenny which he literally built up from nearly nothing. He has also authored several books on aviation history, including his latest book on the Standard biplanes to be released very soon. In 2007, Chet was inducted in to the EAA-Vintage Aircraft Association Hall of Fame.

On May 3, 1999 the Peek's hangar was blown away by a violent tornado. Though they lost three of their beloved antique airplanes, tools, cars, and other personal items to that storm, they seem to have taken all in stride. Their re-built hangar is only about 1/3 its original size. But it is enough. The couple spend a lot of time there gardening and working on their projects.

Chet showed us around his very early Taylorcraft model DC-65, which I believe was the 35th one built. This airplane is unique in that it has never been a military airplane. It's metal-spar wing is one of very few that remain. Many DC-65's carried the military O-57 and later, the L-2 designations. Chet's airplane is in the original factory colors, although Chet says the fuselage trim stripe in yellow should be a little wider and extend farther forward onto the boot cowl. At 89 years-old, Chet is still actively flying his Taylorcraft several times a week. He is looking forward to flying it on his 90th birthday in November. Chet is also building a home-built Pietenpol Air Camper, to be powered as the original 1929 design with a Ford Model A engine.

Ranger Airfield Fly-in, 2010

2010-05-29T21:58:00.023-05:00

Great weather in Texas today and a great turnout to this year's Ranger Airfield Fly-in. Here are some of my favorite sites.

Rachel says... See ya next year!

Flea-Markets and Antique Stores

2010-05-26T23:38:00.010-05:00

One of our favorite things to do is scrounge through flea-markets and antique stores. Leann and I have certain things that we like to search for the house and outdoors. But when it comes to my own personal hangup, it is searching for old airplane books and memorabilia. Usually, I am hard to please as I tend to focus on a narrow scope of interest. But, this week I hit the jackpot with two colorful book finds.

The first is a book I saw once before with a price four-times the amount I paid today. Simply titled, "A Book of Airplanes" this treasure includes colorful artwork by "The Two Taylors". The book, though not dated, was apparently produced sometime around the years 1928, 1929, or 1930. Here are some examples of this excellently preserved piece.

The other nice little book is called "Tales Up". It was published in 1971 by the brother/sister editing team of Walt and Ann Bohrer. It is a collection of short stories and half-truths (or as my uncle used to say) "yarns". What I like about this book is that the Bohrer's managed to capture these tales directly from some of the most notable aviation personalities of the 1920's and 1930's. Included are many comical drawings by Walt himself, and various photographs of the subject timeframe.

These two books will be a wonderful addition to my meager little airplane library.

The Curtiss Robin Flyer 2nd Qtr 2010

2010-05-06T23:53:00.008-05:00

Finally, I have managed to publish a new issue of "The Curtiss Robin Flyer" newsletter. Though intended for enthusiasts of the Curtiss Robin airplanes, there may be something here of interest to just about any airplane nut.

Please send your comments and news updates for the next issue, coming soon (I hope).

Travel Air Restoration Begins

2010-02-14T08:29:00.015-06:00

A lot of people might look at these pictures and think we are nuts. Well, that may be true, but I am pleased to say that I have a loving wife and support from the kids that someday this bunch of old wood and steel parts might actually come back to life as a living and breathing Travel Air Biplane. Scrounging for parts may not be the most glamorous aspect of the process. But it has to start somewhere. And for me there is a driving vision that most can't see. I have described it to my family and I am not sure if they can see it too or if they are trusting me and acting on blind faith. Either way, it is inspiring to have their support. So... this is just the beginning. We have a long way to go. And there is more to the story which I will tell too as we go along. I plan to provide more updates in the future. For now, I will leave you with these photos of how it all starts... the restoration begins now!

Loading Day (it was a long day - into the night)

Unloading Day - getting a late start

Still Unloading - into the night...

Final Clean-up and the TA is tucked in safe under the Robin's wing.

Gray Eagles film by Chris Woods

2010-01-26T18:40:00.004-06:00

Don't miss this wonderful tribute to the venerable P51 Mustang, to this pilot's legacy, to his family... to his country.

Double Click for Full Screen version.

Nick Pocock: 1934 - 2009

2009-12-01T11:04:00.010-06:00

One of our finest friends who seemed to stand out among the rest was Nick Pocock. This past weekend Nick passed from this world and made his last flight into the west. Nick will be missed by many. He was a gentleman and enthusiastic lover of aviation and of life. His contribution to Aviation is noteworthy and so I want to share some of what I know about him here.

I first met Nick in the late 1970's as I tagged along with Dad to all of the regional antique airplane gatherings. His British style and demeanor along with a peculiar sense of humor was infectious. Nick not only befriended my dad, but also showed an interest in me as a young boy. I appreciated this about Nick and so I was drawn by his unique personality into a long and enjoyable friendship with him and his wife, Alvena.

Nick explained to me what an "aeroplane spotter" was. He himself was one of many air minded young boys in London England who kept notes on the crash sites and whereabouts of the remaining WWII aircraft along the English countryside during the late 1940's. Aeroplane Spotters could make money by divulging their notes and photographs to interested parties at the region's Aerodromes. Nick expressed some regret to me that he hadn't kept his notes in secret so that he could later retrieve some of these relics after finally having some money.

In his latter teenage years, Nick learned to fly in Tiger Moth biplanes through the Air Training Corps, and later joined the Royal Air Force Volunteer Reserve as a cadet pilot. A true flying fanatic, Nick followed his passion into competition and exhibition aerobatics and instruction. As Britain's best aerobatic pilot, Nick was the sole representative of the United Kingdom in the second World Aerobatic championships, Budapest, Hungary in 1962. It was during that event that Nick ran into another Central Texas aviator named Frank Price. The two formed a lasting friendship that led Nick to the United States. Frank got Nick started in the business of crop-dusting. And it wasn't long before he met a young-lady, Alvena, with whom he planted roots here in Central Texas.

1962 World Aerobatic Championships, Budapest Hungary

His aviation career included crop-spraying in Texas, Nicaragua, and Mississippi. Nick also flew part-time as an instructor, gliding, aerial photography, seaplanes, and skywriting. Nick wrote numerous magazine articles about aircraft and aviators. He also authored two books: Grumman/Schweizer AG-CAT and Did W.D. Custead Fly First? Nick also taught engineering drafting at Texas State Technical College for twenty years.

In 2004, Nick (along with another Central Texas Pilot - Joe Stahl) was presented with the distinguished Wright Brother's Master Pilot Award for his 50+ years of contribution to aviation.

Some of the airplanes Nick owned and/or restored over the years that I know of are...

Fairey Swordfish
1919 Farman Sport
Ralleye
Curtiss Robin Model B
Curtiss CW-1 Junior
Luscombe 8A
Stampe SV4C
Obituary

The 1929 Family of Curtiss Airplanes: Congrats again to Lynn Towns: Identified all six of the mystery planes in the #3 photo.

2009-11-08T17:59:00.020-06:00

Lynn Towns again correctly ID's the airplanes in Photo #3 which contains six airplanes of the Curtiss family for 1929.

Click on the images below to enlarge and read more about these stately birds.

Left to right: Condor, Kingbird, Thrush, Robin, Carrier Pigeon, and Fledgling.

Clips from from Aviation Magazine July - Dec, 1929

Condor

Curtiss-Robertson Kingbird

Curtiss-Robertson Thrush

Thrush at Curtiss Wright factory 1931
<--

Curtiss Robertson Robin

More on Robins

Carrier Pigeon

Fledgling

See more extensive information on Curtiss airplanes at aerofiles.com

Congrats to Lynn Towns - correctly answered the #2 Mystery plane of the twenties

2009-11-08T17:20:00.005-06:00

Back on Sept 6, just for fun, I posted some photos of several planes with a challenge to my friends to see who might name them first.
The winner with answer to the #2 plane is Lynn Towns
Answer: Swallow C-165
Built: 1929

Click on the image below to read more information on this sleek bird.

My source for the information on this airplane came from the November 2, 1929 issue of Aviation magazine, page 902.

Mystery Planes of the Twenties

2009-09-06T20:13:00.017-05:00

This blog post has 7 pictures of some pretty rare airplanes. I thought it might be fun to share these with my antique airplane friends and challenge them to identify each one. In a few weeks I will post the answers to these. So, if you know any of them... send me a comment and I will give full credit to the ones sending the first correct answer to each one. So give it your best shot and send me your comment! (click on "comment" at the end of this post.)

#1 You'll be surprised by the date this hot little monoplane was built. Ever since I was a kid it has always been a fun challenge to name every airplane I see. Even now, I still do it with every TV show or other time I see any airplane. My wife gets so tired of me doing this. I just can't help it, I am an airplane fanatic!. Some people do this with cars. Not me. I have a feeling I am not the only airplane nut who does this

My quest to learn all the old airplanes goes back to the days when I always tagged along with Dad on his antique airplane adventures. Dad taught me that a lot of airplanes can be quickly identified by the shape of their tail. He could usually stump me. So it made me work even harder at it. Some time in my early teens, he bought a complete set of the U.S. Civil Aircraft books by Joseph Juptner. Wow... these were awesome. Literally every make and model that was ever certified by the CAA from 1927 through the 1950's was in those books. I really enjoyed learning from those books.

I hope those who read this have fun with it. To be honest, most of these stumped me.

#2 Pretty sleek for its day.#3 There's actually six airplanes here and some are more recognizable than others see if you can name them all from left to right.
#4 I would love to see one of these now!
#5 This one is tough!
#6 There's a clue on the tail.
#7 Be careful, It might not be what you think it is!

Click below to send your comments...

I will post the anwers soon!

Terry...

The Pioneer Aeroplane Exhibition Company

2009-08-15T10:19:00.019-05:00

Locked away for more than 50-years was the story of the 1914 - 1916 flying adventures of partners, Jay Ingram & Charles Foster called, "The Pioneer Aeroplane Exhibition Company". This was until a friend of my dad's mentioned one day that he heard a rumor of an old airplane stored in the backyard of a former Decatur Texas doctor. That day was in 1964.

Photo: Jay Ingram family collection (digitally enhanced by T. Bowden)

Of course dad was not one to let a rumor like that go unchecked. So, within a week, he found himself knocking at the door of this old house in the middle of Decatur. He was promptly told to GO AWAY. So he did. But you might say that persistence is fundamental trait instilled in John Ryburn Bowden from a young age. This is the story of that fortuitous spirit in dad that led him to eventually uncover this wonderful treasure from the past. His 20-plus year quest is related here.

I don't think dad ever mentioned this to anyone after that day in 1964, not even in our immediate family, for more than 10 years. One evening, though, around 1979 dad came to supper with more excitement than I had seen in him ever before. Bursting out, he told us this story about how that day he had gone back by the old house in Decatur. This time, he was met by a sister of the now deceased doctor Ingram. This lady related to my dad some small tidbits of information about her dad, Jay Ingram. She explained that indeed her dad had built and flown an airplane prior to WW1 and the remains were still stored in the shed out in the back yard.

So she agreed to let dad look inside at the airplane. But she would not allow him to go inside at all. He would have to be content to just look through the door. Dad explained that this really was anti-climactic, because once they were able to drag the old door through the weeds enough to see inside, all he could see were these large boxes. But as he stood there assessing this site in his mind, it became clear that these boxes were clearly the right size. Each box was constructed with a wooden frame with blue sheet metal sides and top. There was one box about 3 feet tall by 4 feet long and 3 feet wide (just right size for an engine). Another 2 or three boxes were a narrow 3 feet wide by about 6 feet tall and more than 10 feet long . Among other unique treasures inside this shed was a sidewalk popcorn machine, a Victrola, various small engines. I can imagine Dad's adrenaline must have been at an all-time high. But the lady was adamant that he was not to disturb these items.

Noting the poor condition of the old wooden frame shed, dad did convince the lady to agree to allow him to bring some plastic tarps and cover over these "airplane" boxes. So 30-minutes later he returned from Wal-Mart. He carefully draped the boxes in plastic before the doors of the shed were then closed and locked again, not to be opened again for another 5 years.

In the mean time, Dad went to work researching the story behind these boxes. This task became difficult because the largest newspaper in the area during those days had lost its archival collection sometime after WWII. And so there just was not a lot of information about any flying activities around Decatur. Through various means, he did learn that Jay Ingram had recruited a young aeroplane man to help him start a flying business. Charles Foster had learned the trade as a mechanic under Glenn Curtiss himself in prior years. It it not known whether the first of the Foster-Ingram planes was built from Charles' memory or whether it was built from a kit, which was available at the time from the Curtiss company. Later, the Ingram family revealed that the men operated the "Pioneed Aeroplane Exhibition Company" for 2 or 3-years, taking their plane to county fairs by rail around the southwest for demonstration flights. Several planes were built and re-built, the last of which was flown only once before being crated and stored away in the backyard shed.

Repeated attempts by my dad to buy the airplane were met with opposition by more than one of the Ingram family. But finally, in 1984, dad got a call from the family saying that an agreement was made by the remaining family members to sell the plane. On his first trip to negotiate the sale in 1984, dad was finally allowed to look inside the boxes.

PEERING INSIDE THE BOXES AFTER 70 YEARS
To his surprize, opening up the end of the first box, Dad first laid eyes on a round wooden control wheel still mounted on its steel yoke. Also inside this box was a rats-nest of wires, fittings, brackets, and sticks of bamboo. Inside another box he was amazed to find two wing panels. And they still had their fabric coverings intact. Inside the engine box, dad discovered an in-line 6 cylinder engine remarkably well preserved. Promising to the Ingram family that he intended to preserve the airplane and its historical significance, he made a deal to buy the airplane. Two days later, Dad arrived in Decatur with a pickup and trailer to retrieve the treasure boxes.

Dad and his friends managed to assemble the parts of this wonderful machine, which to this day still has its original fabric covering. There are even bug-stains on the leading edges of the wings, proof that the airplane once flew. And, believe it or not, after some tinkering with the engine for a few days, Dad and his buddies even managed to run the engine for several minutes for a group of friends in 1986. These tales are planned for another future posting here.

Dad kept the assembled plane in his hangar for almost two years, but eventually decided the relic should be placed in a better environment for long-term preservation and for historical education and enjoyment for the public. So, the Ingram-Foster airplane now is stored on permanent display at the Albuquerque Air Terminal. Be sure to check it out on your next trip there.

Here are a few photos of the airplane at Dad's hanger on Deer Pasture Airfield. And for more reading, I have included some related links below.

1914 Ingram/Foster Biplane from paul arbogast on Vimeo.

Scaled Down Treasures of the Flying Kind

2009-07-21T10:33:00.010-05:00

Click on photos to enlarge

I think my friend Robert Toliver knows every antique store in the state of Texas; particularly if it has any old airplane memorabilia. Last week I followed Robert's suggestion and looked up a store in downtown San Angelo, Texas. Sure-enough... his lead was right on. There in the Eggemyers General Store of antiques and collectibles were several gorgeous model airplanes. They were everywhere... and they were detailed and authentic. My only regret was that I arrived just 5 minutes before closing time. So, with the owner's permission to snap just a few photos, I snapped what I could. So... until I have a chance to go back again sometime, I wanted to share these here.

HOWARD DGA-6 "Comanche Red"
As you enter Eggemeyers Store, you are met by this beautiful airplane.

The real Howard DGA-6 reg. no. NX273Y was never painted with the Comanche Red logo. It was in fact the famed 1935 Bendix Trophy Race Champion airplane Dubbed "Mr. Mulligan".

Try these Links for more on the Howard DGA-6...

http://howardaircraft.org/DGA_6.htm

http://www.airminded.net/dga6/dga6.html

Wright-Bellanca WB-2 (NX237) "Miss Columbia"
This detailed model sits near the back of the store.

Curtiss RC3 Racer - Winner of 1925 Schneider Trophy Race

Bleriot XI - first to fly across the Engligh Channel, July 25, 1909

In my brief discussion with the store owner about these wonderful replica models, I learned that the original model builder is a man who prefers not to be identified. He is in poor health and does not wish to be contacted. Obviously a man of great humility, he has left his mark and is content to let the beauty of these airplanes speak for themselves. From what I gathered, these airplanes are not for sale. So... if you ever travel through San Angelo, Texas.. look up....

Comments on the proposed FAA AC for Vintage Airplanes

2009-06-09T13:10:00.007-05:00

From: Terry Bowden

Sent: Friday, August 08, 2008 7:07 PM
To: 'mark.james@faa.gov'
Cc: 'AntiqueAirfield@sirisonline.com'; Robert Lock; 'mccallgary@yahoo.com'; 'barnstmr@aol.com'; marvin.nuss@faa.gov
Subject: AC 23-27, Parts and Materials

Dear Mr. James,

I am submitting the following commentary on the Draft Advisory Circular # 23-27 titled, “Parts and Materials Substitution for Vintage Airplanes”.

First, I would like to state my interest in this from three vantage points and provide some general observations.

1. As the Chief Engineer and DAS administrator for RAM Aircraft LP, I have an expressed interest. I am directly involved in certifications of aircraft falling under the “Vintage” category as it is defined in the Draft Advisory Circular. Our company has been in the business of modifying and maintaining these airplanes since 1976. In fact, we are experiencing some of the exact same issues within our own STC products that were certified early in our history and subsequently some of our approved parts have since become obsolete to current technology. In our case, we have an engineering staff and a network of consultants on our DAS to help us with appropriate part substitution approvals. So we have resources at our disposal that the flying public is without. Guidance such as this AC is much needed in the industry to help inspectors, mechanics, DERs, DARs, Repair Stations, and owners. We applaud the FAA and other organizations such as the AOPA, EAA, and type clubs for their efforts that have brought this proposed AC to the forefront.

2. As a consultant DER, I have a vested interest and concern for the type design configuration of the “Vintage” airplanes which I am frequently involved with for consideration of approval. This Draft AC, if properly infused, has the potential for greatly simplifying and lightening the burden of certification to FAA engineers, FAA inspectors, and owners/operators by allowing more flexibility in the configuration control aspects of maintaining type design. A general comment is that the AC as drafted does little toward simplification. It is missing some current FAA policy such as “Owner produced parts” (OPP) that would allow greater flexibility. The AC emphasizes PMA, STC, and Repair Station methods of certification. And it does not mention much about other (more-simplified) approaches such as “owner-produced-parts”, field-approval or return-to-service via 337 with DER approved data. These processes are valid, and acceptable approval means and are much less expensive to the operator.

a. My observation is that this AC seems to offer only the approval processes of Aircraft Certification Service (AIR) branch of the FAA, but has little to offer along the lines of the more simplified certification processes through the Flight Standards (AFS) branch of FAA. One of the most frustrating aspects facing DERs and aircraft operators today is the increasingly cumbersome myriad of changes that go back and forth between AFS and AIR. There seems to be little coordination between AFS or AIR when implementing policy, guidance, or even rulemaking and orders. The AFS and the AIR groups within the FAA should work more closely together than they have been in recent years. One case in point is the recent release of FAA Order 8300.14 which creates a new RS-DER category for approving major repairs. Most of us DERs, when asking our ACO counterparts about this, find that the FAA ACO has little or no knowledge of the criteria or qualification requirements to issue such delegation. Apparently AFS has created something without consulting the AIR group. This debacle has caused much confusion concerning repair documentation among general aviation because it seems that the left hand of FAA does not know the activities of its right hand. With that said, it is refreshing to see an effort such as this Draft AC toward simplification. Please ensure “simplification” to be the focus of the AC, otherwise the guidance will be of no added value. And also please consider a thorough process of coordination between AIR and AFS before this guidance is released.

b. It has been my experience that any approvals that involve ACO processes are much more expensive to the operator than those supported by the FSDO. Small aircraft owners call me frequently after having been advised by ACO or FSDO that they are facing an STC approval and should contact a DER. They are appalled when I return an estimate for STC vs. field approval support. I usually spend more than 10 times as many hours preparing documentation for STC support vs. Field Approval support. Many of those hours are spent in helping the ACO engineers in becoming familiar with the product. For most owners of vintage airplanes, this is cost prohibitive. This holds true for PMA approval vs. owner-produced parts or some other accepted means. Although, my fee is that much greater, that does not mean that the regulatory requirements are any different. My approval (whether supporting an STC or Field Approval) is the same. It is issued only after a full demonstration of compliance to the applicable requirements of Title 14 of the Code of Federal Regulations (14 CFR). The difference is in the time I spend writing reports and documentation in a way that unfamiliar FAA engineers can understand enough to satisfy the complex FAA certification processes. The operators of small GA airplanes view this as restrictive and bureaucratic Government control.

3. As the Owner/Operator of three vintage airplanes myself (one which was built in 1929 and has an orphaned type certificate), I have a vested interest and concern for the costs and frustrations of maintaining my airplanes. This AC for the reasons mentioned above, has the potential for allowing me to make technological improvements to my aircraft without facing cost prohibitive certification processes. I am faced with the decision of whether to spend thousands of dollars to implement an improved set of brakes, or new exhaust, or an alternator, or more reliable spark plugs, etc.; or to continue operating with worn and obsolete parts because it is all I can afford to do. The thousands of dollars is no stretch when the STC and PMA process is involved. And the fees are more associated with following the FAA processes themselves and are not directly associated with finding the parts to be in compliance with applicable regulations and appropriate for installation. It is more associated with the cost of paying a DER to develop test plan documents and other certification reports, and a DAR to take my airworthiness status into and out of experimental, and a te$t pilot to fly my airplane which I am more experienced and qualified to fly. I am left with no viable option but to settle for compromised safety. So again, I am hopeful that the proposed AC can relieve some of this for me and others like me.

One alternative for the owner-operator that I think industry and FAA are both missing out on is the ‘owner-produced-part’ (OPP) policy. Please expand this AC to clarify the the FAA policies on owner produced parts. Appropriately rated DERs can be involved in development and approval of design data for parts as major alterations. If this were more widely communicated through FAA guidance, many of the operator issues would be solved. Take my Dad’s 1929 Curtiss Robin for example. With evaluation from an appropriately rated DER, the springs for the oleo strut landing gear can be produced under the OPP policy. To do this, the DER would evaluate the aircraft for it’s weight, ground ops, landing loads, and other regulatory requirements. He can then specify the spring design details in a drawing with 8110-3 approval for a major alteration. Current FAA policy would allow my Dad as the owner of the aircraft to supply this approved drawing to the supplier, have the part made with his oversight, inspect the finished part to verify conformity to the approved drawing, then submit a 337 with 8110-3 attachment. A similar alternative would be to have DER support to reverse-engineer parts using appropriate means such as matching the original materials through metallurgical lab analysis. I believe that a very few FAA inspectors and engineers are aware of how much these kinds of approval options are needed and are already acceptable under FAA policy. They can help the vintage airplane problem by supporting DERs and owners in this effort. This in my opinion would be the greatest leap forward in helping to solve the whole vintage aircraft parts supply issue.

Secondly, I have the following specific suggestions for the AC verbiage that I believe would add significant value and are within the current FAA policy, orders, and regulations.

Sec. 3.b Please add, “This data is equally applicable for a DER to use as substantiating data in (1) for a one-only major alteration by establishing the aircraft eligible for a previously approved PMA part; (2) for determining compatibility between two separately approved prior modifications; (3) support of a major repair or alteration under 337 (being executed with DER approved data); or (3) for use as substantiating data in support of a PMA or Supplemental Type Certificate (STC) project.”

Sec. 5.a Please add, “Examples of ‘other sources’ are PMA parts that are eligibility-wise approved on other similar aircraft, Owner-produced parts, Military Surplus parts, Used Serviceable parts that are from a similar model aircraft of the same make.”

Sec. 5.b Please add, “ Appropriately authorized DER’s can assist in developing the data and provide FAA approval for such alternate materials and designs, which may be produced under the FAA accepted policy for ‘Owner-Produced Parts’.”

Sec. 5.c Please add, “Appropriately authorized DER’s can assist in making these kinds of determinations and findings of compliance within their specialized field.”

Sec. 5.d Please add, “...such as field approval, owner produced parts, 337 major alteration or major repair with DER support.”

Sec. 5.f Please add, “Appropriately authorized DERs have the necessary knowledge, skill, experience, interest, and impartial judgement to merit the responsibility of making these determinations and making findings of compliance with the applicable airworthiness regulations.”

Sec. 7.b.1 Please add other predecessor regulatory certification basis such as CAR 4, CAR 4a, CAR 8, etc. as many of the airplanes that are intended for this AC have certification basis other than Part 23 or CAR 3. Also I suggest expanding the scope of the AC to include engines as well. Perhaps this becomes too broad in scope, but I think operators need the same relief in this area. Please consider adding Part 33 and CAR 13 to this section.

Sec. 7.c.1-4 Suggest adding clarification of who is referenced as “you”.

Sec. 7.c.4 Please add, “...or develop any missing data through support from an appropriately authorized DER or ACO approval.”

Sec. 8 Please add FAA definitions from policy concerning “owner produced parts”.

Sec. 12.c I believe there is a typo here. I could not locate section 19. Also... please do not leave out the FAA policy for accepting parts manufactured by a repair station by duplicating the original part using same materials, etc...

Appendices 1 & 2: Suggest adding clarification of who is referenced as “you”.

A final comment on the recent EAA proposal for “vintage” DER’s... If the FAA is considering such, please recognize that authorizing them by ”type” of aircraft would offer little help because there are so many unique one-off designs. The “vintage” title is worthwhile for consideration. But I believe it should be an authorization to DERs with experience and qualifications in recognizing which engineering disciplines must review the data (much like an administrative DER or management DER). I have not been completely educated about their proposal, but I believe the EAA is trying to say that certain people are more familiar and experienced with these old airplanes than the FAA is. This is 100% true. I believe it is time for the FAA to recognize qualified individuals and authorize them for such.

I applaud the efforts to make this guidance material available and am happy to spend my time in offering my suggestions. And I repeat... Please ensure “simplification” to be the focus of the AC, otherwise the guidance will be of no added value. I encourage you to contact me for further discussion or clarification if you so desire.

Regards,

Terry L. Bowden,
DAS administrator / Chief Engineer - RAM Aircraft Limited Partnership
Consultant D.E.R. Powerplant & Engines; A&P Mechanic; Private Pilot
Owner: 1946 Taylorcraft BC12-D
Operator: 1939 Taylorcraft BC-65, 1929 Curtiss Robin C-1, 1956 Champion 7EC