SRA Feb 2018 Redesign

FEATURE

closing
the loop

Hans Nordsiek shares the magic
of flight with an audience

ACCIDENT OUTBRIEFS MAINTENANCE SHOP ON THE COVER
Army “03” Piloted by David Brown
MODEL 75 SHIELDED SRA# 3970 during the 2016 NSFI
ACCIDENT IGNITION
Photo by Brian Rosenstein
NTSB provides Fixing the problem of
historical briefs for electromagnetic radio SRA HINDVIEW MIRROR
us to learn from noise
COLOR SCHEMES
& MARKINGS

Printed from the
December 1976 SRA
“Outfit” Newsletter

Bill Johnson SRA# 4967 Dave Ellis SRA#4726
Sweetwater, TX Ridgefield, CT

2 Stearman Flying Wire

ARTICLES 05 25

05 From the Cockpit From the Cockpit SRA Hindview
09 Gone West Mirror
11 Stearman Accident Briefs 15
13 Maintenance Shop 13
18 Closing the Loop Restorations
25 SRA Hindview Mirror Maintenance Shop
29 Fly-Ins 18
31 New Members February 2018 3
33 Member Classifieds Closing the Loop

SRA BOARD

PRESIDENT
Newsletter Editor
Michael Rutledge
3604 Webb Rd
West Point, NY 10996
[email protected]
360-485-7207

VICE-PRESIDENT
Newsletter Advertising
Dan Sokolowski
2515 S. Lakeview Ct. Unit 402
Clear Lake, IA 50428
[email protected]
712-299-2904

TREASURER
Brian Aukes
[email protected]
515-710-0074

SECRETARY
Newsletter Back Issues
Brian Rosenstein
8015 Haley Ct
Stanley, NC 28164
[email protected]
704-277-2596

HISTORIAN
Mike Porter
[email protected]
303-708-3460

MEMBERSHIP DIRECTOR
Ken McCullough
1456 Lemon Grove Dr,
Upland, CA 91786
[email protected]
909-730-1577

4 Stearman Flying Wire

FROM THE COCKPIT
This is your captain speaking...

When the hangar doors close for winter receive frequent inquiries requesting
I convince myself I can make it to spring SRA #s, membership expiration dates,
without getting anxious. I’m always and the occasional missed newsletter.
wrong. After Christmas I start spending Most of the missed newsletters
more than average time watching other have been attributable to expired
people’s Stearman adventures on social memberships. Memberships expire on
media. I find myself coveting pilots who December 31st of each year or years,
live in OTS (Other Than Snow) areas as I if you signed up for three years. Your
trudge through snow drifts and 20 knot SRA# and membership expiration
winds to preheat my salt caked car. date is also printed on your newsletter
shipping label. If you aren’t receiving
Fortunately, about the time this your newsletter, email or give us a call to
newsletter hits the member’s hands we determine your status.
should start getting glimpses of spring.
When I complete my annuals in March 2018 MEMBERSHIP ROSTER
there’s nothing to do except wait for
the day it gets above 45 degrees. The We will be publishing our last printed
February newsletter may end up being membership roster this year. If your
one of the more content-rich of the year contact information has changed since
simply because I have to dig deeper 2016, please call or email any of the SRA
for relevant stories. The rest of the year staff to update you file. This will become
is easy when everyone is flying; there’s especially relevant as we move to email
plenty of low hanging fruit. Hopefully generated renewal reminders and
we’ve assembled enough interesting general membership notifications to fill
nuggets of wisdom to get us through to in the gaps between newsletters.
fly-in season.

I would like to give a sincere thanks to NTSB REPORTS
EAA’s Jim Busha, editor of EAAs Vintage
Airplane magazine. Jim spent a week Our collection of accidents includes
with us at Galesburg in September and density altitude miscalculations,
recorded interviews, did a lot of flying, impromptu low-level aerobatics,
and came away with an appreciation of mechanical issues, and a good old-
our tight knit community. His experience fashioned ground loop. As always, we
resulted in the January/ February issue can use these as learning tools to shape
of Vintage Airplane almost entirely our spring training focus and develop
featuring Stearman aircraft and the folks our aeronautical decision making.
that fly them. If you’re an EAA Vintage
member, it’s a good read. MAINTENANCE SHOP

MEMBERSHIP QUESTIONS Annuals and Type Certificate Data
Sheet
Upgrading our membership program
software is our number one priority A good portion of us have put our birds
for 2018. Thanks for your patience as into winter hibernation, and presumably
we work to fix existing issues until a will complete our annuals to eliminate
new system is in place. We necessarily down time when the weather warms.
I’ve had several requests for examples
of a Stearman annual checklist. We’ve

February 2018 5

6 Stearman Flying Wire

added an annual checklist and Type Historian and earned the inaugural Bill FLY-INS
Certificate Data Sheet (TCDS) to our Adams Memorial Award for his efforts
online forum. Our example is by no in researching and archiving Model You’ll notice our Fly-In page is pretty
means comprehensive, but it covers the 75 technical information. I’m happy to sparse this newsletter. If you would
main engine and airframe systems for a report that after a couple of years of like your event advertised in the
stock Stearman and provides a template slowing from health issues, Ken is again May publishing, please send us your
to adapt for your own applications. The providing Stearman history reports. His information. All we need is the name of
checklist originally came from master contact information can be found in the event, dates, location, and contact
Stearman restorer Pete Reed, who the Member Classified section of the information consisting of a name,
unfortunately has hung up his tools. newsletter or on our website. phone/email, or a website. In addition,
if you’ve hosted a gathering of any size,
If you haven’t reviewed the Boeing Model THE STORYTELLER please email me a wrap up along with
75 TCDS, it can answer a lot of questions a couple pictures for the rest of the
you may have on your own Stearman and Hans Nordsiek (SRA# 2442) is an active geographically challenged membership
the myriad of legal variations possible member of the international Stearman to enjoy.
for the type. I’ve found it handy to have community. He hails from Holland and
nearby as a reference for an IA during uses his love for the Stearman as a NEXT NEWSLETTER
annuals, particularly if he isn’t familiar backdrop for a meaningful stage that
with Stearmans. goes beyond flying. I corresponded Our May newsletter will feature and
with Hans prior to meeting him at focus on Pratt & Whitney powered
Shielded Ignition Galesburg in 2017 and thought him Stearmans. This pivotal adaptation of the
simply another member of our family. Stearman has such a unique history it
Steven Curry of Radial Engine Limited That was until I watched him captivate deserves its own issue. Email your 450
gives us a historical perspective groups of adults and children with (or 600) Stearman photos, technical,
and innovations that made shielded impromptu performances at each of our historical and maintenance articles.
ignitions a sought-after accessory for fly-in destinations. While the rest of us
modern operations. Each component were engrossed in our airplanes, Hans Our May newsletter will feature and
is discussed for the various models of captured the imaginations of the next focus on Pratt & Whitney powered
radials and how they interact within generation. Stearmans. This pivotal adaptation of the
the ignition system. Steven and his son Stearman has such a unique history it
Caleb are well known for their long STEARMAN FORMATION deserves its own issue. Email your 450
history and cumulative knowledge of FLYING (or 600) Stearman photos, technical,
radial engine overhauls. historical and maintenance articles.
There’s not much the Stearman doesn’t
RESTORATIONS do well, it just doesn’t do it quickly. SAVANNAH STEARMAN
Part of our airplanes’ military heritage
The Stearman wouldn’t seem like an is formation flying. Learning the art and In December, I had the opportunity
instrument trainer, yet the military made technique of flying tactically in groups to showcase the Stearman to a group
it work. Andy Porter (SRA# 3360) and was a required part of flight training for of fellow aviators on a national stage.
our Historian Mike Porter (SRA# 3361) all the armed services during WWII. The National Agricultural Aviation
show us an original canvas instrument Fortunately, we no longer have to Association held their annual meeting
training hood they’ve installed on their concern ourselves with flying though at the convention center in Savannah,
Stearman. It’s a unique accessory you’re contested airspace or watching for GA. The NAAA asked to have the R-1340
not likely to see often in the field. From enemy fighters coming out of the sun, duster Stearman known as the “Beast”
Mike’s pilot report, I don’t expect it to be but formation flying continues to be a on display as an industry contrast to
the next craze in Stearman restorations. pinnacle discipline for Stearman pilots. the sleek turbine powered ag planes.
The Stearman community has its own The Beast belongs to Al Schiffer (SRA#
HINDVIEW MIRROR formation proponent or “signatory” to 4003), and Mike Schiffer (SRA# 4004) of
provide type-specific formation training Ovid, MI.
We follow up November’s article on to Stearman pilots. Rod Hoctor (SRA#
PT-17 markings with another look 4793) President of Stearman Flight, gives One of the benefits of Savannah is that
back from the December 1976 SRA a brief overview of how Stearman Flight display aircraft can fly in rather than be
“Outfit” newsletter. In this two part can enable you to safely make symmetry dismantled and trucked…but there’s a
article, Ken Wilson (SRA#25) provides in the sky. If you’re looking for a new skill catch. There’s no runway adjacent to the
historically accurate details about to master in 2018 I highly recommend convention center, but a racetrack that
colors and markings for the Navy N2S-3 formation training. Whatever your degree would be used for a temporary landing
Stearmans. For those of you who may of airmanship, it’ll make you better. area. I frequently talk about decision
not know Ken, he was the original SRA

February 2018 7

making, and I committed to one that get the Beast down and stopped within faces immediately softened as they
had me scratching my head when it 1,000’ consistently. Still, practicing on traced the lines of the Stearman. The
came to game time. The “runway” was a 5,000’ runway isn’t the same as the older pilots got emotional and told
the pit area measuring 1,100’ long by sight picture you get on final for what stories of their days flying Stearmans
200’ wide with trees on each end. Add your mind refuses to acknowledge as for work, the younger groups marveled
to that a Stearman that doesn’t fly like a a runway. Every once in awhile I ask at how far technology has progressed.
Stearman and had zero forward visibility myself “what have you done?”, which In the same time and space, different
in the flare. I spent a couple hours in was verbatim what went across my generations stared at one airplane
the traffic pattern making sure I could lips as I pushed the throttle forward for and came away with entirely opposite
take-off from the Savannah International perspectives. However, both developed
Airport. a sincere appreciation for the history
of the design, and the rugged men
I won’t keep you in suspense, the who made their living flying them, both
landing was uneventful. I attribute at war and over the fields. In the end,
the successful outcome more to risk it’s just another example of how our
mitigation, and a lot of practice rather Stearmans continue to bring people
than just skill. I prefer to believe that and stories together long after they’ve
“luck” is a crutch for a lack of preparation
when things go sideways, figuratively served their original purpose. J
and literally. If you absolutely must pull a
rabbit out of a hat, I recommend stuffing Blue Skies and Tailwinds,
a rabbit in the hat the night before
However, I’m pretty sure I squeezed the Mike
black out of the stick grip, swallowed
my gum, and sweated through my Mike Rutledge, Editor
jacket and helmet even though it was in [email protected]
the 40s.

The big payoff was the expressions of
what would normally be considered
some of the worlds most skilled, and
grizzled stick and rudder aviators. Their

8 Stearman Flying Wire

GonWe est

JERRY YELLIN
December 21st, 2017

Jerry Yellin passed away on December 21st surrounded
by his family. He had a full academic scholarship to Rider
College, but after the attack on Pearl Harbor he enlisted in
the Army Air Corps on his 18th birthday. Jerry wanted to be
a fighter pilot but failed the eye test. Through shear tenacity
and perseverance, he was granted a waiver and progressed
through to fighter training ultimately flying the North
American P-51.

Jerry supported the beach landing on Iwo Jima in March
1945 and continued to fly missions to mainland Japan
through the end of the war. He was best known for the
having the distinction of flying what ended up being the last
aerial combat sortie of WWII.

A passionate advocate of veteran’s rights, Jerry spoke
publicly and authored four books drawing from his
experiences; Of War and Weddings. The Blackened
Canteen, The Letter, and The Resilient Warrior. Don Brown
wrote a book capturing Jerry’s missions on Iwo Jima called
The Last Fighter Pilot.

Captain Yellen flew Stearmans during primary training and
was a regular attendee to the National Stearman Fly-In. He
graciously shared his time and memories to educate a new
generation of aviation custodians. He always maintained
the swagger in his step and the fighter pilot twinkle in his
eye when he shook your hand. Rest easy warrior, you will be

sorely missed. J

Announcing members who have Gone West is never an easy
task. The men who grace these pages led colorful and full
lives. As they climb down out of the cockpit and step off the
wing one last time, we will always remember them as family
members who shared the sky and their lives with us. Smooth
air and peaceful sunsets gentlemen. - Michael Rutledge

February 2018 9

10 Stearman Flying Wire

STEARMAN ACCIDENT
OUTBRIEFS

by the National Transportation Safety Board

1 2A private pilot operating a Boeing E75N1 had flown three At 0935 eastern daylight time, a Boeing Stearman

flights, totaling approximately 5 hours. The flights included B-75-N1 collided with the ground during uncontrolled

uneventful takeoffs from two airports with a higher density flight following a loss of engine power. The airplane was

altitude than existed at the accident airport; the calculated operated by the owner/pilot under the provisions of Title

density altitude at the time of the accident was 7,223 ft. 14 CFR Part 91 and visual flight rules. Visual meteorological

conditions prevailed. The commercial pilot was fatally

injured, and the airplane was destroyed by fire.

The pilot reported before takeoff for the accident flight, an

engine run-up and pre-takeoff checks were conducted,

which included leaning the mixture to compensate Conversations with witnesses at the accident site revealed

for the density altitude. A static-power check was also that just after lift off from runway 25 at the private grass

accomplished, which resulted in normal operating ranges. strip, a puff of black smoke was observed coming from the

The pilot reported during takeoff for the personal cross- engine. A left turn was begun during which one witness

country flight, the airplane accelerated and climbed out reported hearing a surge of power, and another witness

normally with the tachometer indicating 2,250 rpm. As the heard the engine quit. According to the witness who heard

airplane climbed to about 50 ft above ground level, the the engine quit, the airplane subsequently nosed down

engine began to lose power, and the airplane descended. and descended rapidly. A column of black smoke was

The pilot turned the airplane left to maintain clearance seen almost immediately after sound of the impact.

from obstacles and verified the throttle, mixture, propeller,

fuel, and carburetor heat settings. Subsequently, the During the on-site examination of the engine, it was
airplane struck the ground and rolled 20 ft. The right observed that the #6 cylinder head was separated
main landing gear impacted vegetation, and the airplane from the engine. Metallurgical testing on the cylinder
cart-wheeled. The pilot reported just before landing, the head revealed that the fracture was indicative of high
tachometer was indicating 2,000 rpm. temperature separation or overstress. The engine

logbooks were reviewed with no discrepancies noted. The

It is likely that the engine’s partial loss of power, combined engine was installed on the aircraft 3 months prior to the

with the high-density altitude prevented the airplane accident. According to the pilot log, the airplane had flown

from maintaining a positive climb rate during takeoff. approximately 10 hours since engine installation.

Post-accident examination of the airplane and engine run

did not reveal any evidence of any preexisting anomalies Probable Cause: Inadvertent stall encountered by the pilot
which would have precluded normal operation; therefore,
the reason for the partial loss of engine power could not after experiencing and in-flight engine failure caused by a
be determined.
cylinder head separation. J

Probable Cause: Partial power loss during takeoff and initial

climb likely caused by high density altitude. J

February 2018 11

3The pilot of an A75N1 tailwheel-equipped airplane 5A Boeing E75N1 was destroyed when it impacted the
reported he was performing a wheel landing on a turf ground while performing acrobatics. The pilot and
runway. He recalled that he was too aggressive and too passenger sustained fatal injuries. The flight originated as a

early moving the stick forward during the touchdown and local area personal flight. Visual meteorological conditions

landing roll. The airplane’s tail lifted, the nose pitched prevailed.

down, and the propeller stuck the ground. The airplane

nosed over and came to rest inverted. The airplane According to witnesses, the aircraft was performing low
sustained substantial damage to the vertical stabilizer and level acrobatics. Upon completion of a second series of
the rudder. what was described as a dive with a pull to inverted flight

ending in spin entry and recovery at about 100 feet above

Per the National Transportation Safety Board Pilot Aircraft ground level, the aircraft dove vertically into the ground.

Accident Report, the pilot reported that the accident could

have been prevented “by not being so early moving the The pilot was occupying the rear seat and reportedly was
stick forward in a taildragger during a wheel landing.” The giving a demonstration ride to the non-pilot passenger
pilot reported there were no pre-accident mechanical in the front seat. Both cockpits were equipped with flight
malfunctions or failures with the airplane that would have controls and the investigation did not reveal evidence as
precluded normal operation. to which occupant was at the controls at the time of the

accident.

Probable Cause: Improper control inputs and the pilot’s

failure to maintain control of the aircraft. J
4 6Probable Cause: The Pilots performance of aerobatic
maneuvers at an altitude inadequate for recovery. J
The pilot of a Boeing E75N1 Stearman Biplane reported The pilot of a Boeing Stearman 75 reported while at 200
that the airplane’s engine quit when the airplane was feet above ground level on the crosswind leg of the traffic
approximately 150 feet above ground level after takeoff. pattern, the airplane experienced a complete loss of
He stated after about 3 seconds the engine restarted and engine power. As the ATP rated pilot, with 109-hours in
ran for another 6 to 7 seconds before quitting again. The make and model, was attempting to avoid obstacles, the
pilot elected not to land on a busy highway and selected a
small field to attempt a forced landing.

airplane entered a spin and impacted terrain. There was

He realized he would not be able to make the field no postimpact fire. The pilot, seated in the rear cockpit,
and elected to stall the airplane into trees. Subsequent sustained serious injuries and the passenger in the front
examination of the engine confirmed engine crankshaft cockpit received fatal injuries. The pilot reported that he
and valve train continuity. Each cylinder produced “thumb” had not experienced any problems with the airplane’s
compression and the magnetos produced spark at all flight controls. An examination of the engine and fuel
leads when the engine was rotated by hand. Fuel was system revealed no pre-impact anomalies. The reason
found within the fuel tank and fuel lines leading to the for the reported loss of engine power could not be
engine. No anomalies were found that would explain the determined. Several eyewitnesses reported observing the
reported loss of engine power. pilot perform several touch-and-goes. The eyewitnesses
reported that on each takeoff the airplane would climb at

a steep angle of attack followed by a steep, low altitude,

Probable Cause: Power loss for undetermined reasons left turn directly to the downwind leg of the traffic pattern.

during takeoff resulting in forced landing in trees. J The weather observation facility located 5 nautical miles

northeast from the site of the accident, reported wind from

160 degrees at 7 knots.

Probable Cause: The Pilots failure to maintain adequate

flying speed after a loss of engine power for undetermined

reasons. J

12 Stearman Flying Wire

MAINTENANCE SHOP

Shielded Ignition for Stearman Aircraft

by Steven Curry

In the Beginning for the starting problem. Radios were engine!) from a Cessna. Voila—problem
a little more problematic. As originally solved!
As initially equipped, the Boeing outfitted, the Continental W670s,
Stearman Model 75 came from the Lycoming R680s, and Jacobs R755s on Continental Engines
Wichita factory without an electrical the Stearman came with unshielded
system and radios. The original design ignition harnesses and spark plugs. Many owners of Continental W670
objectives were simplicity, low cost, Those ignition systems created huge powered Stearmans decided to use the
and ease of maintenance; goals that amounts of electromagnetic radio noise, same Jacobs/Bamboo Bomber shielded
were successfully met in the Model but that had not been an issue when loom and conduits to provide shielded
75. Each of those goals would have there were no radios. However, when ignition for their aircraft. Special brackets
been compromised by the addition a radio was retrofitted into an aircraft had to be fabricated to support the
of an electrical system, so the Kaydet with an unshielded ignition system, the harness loom and the loom did not fit
soldiered on through its WWII military radio was often unusable. Only when the W670 nose case as nicely as it had
service very well without them. However, the engine was throttled back to an idle on the Jacobs, but the system worked
as the Stearman moved from its second would the audible static come down to shield radio noise. Naturally, this and
career as a sprayer to its current status to a level where anything could be all shielded ignition systems required
as a warbird and historic reminder of heard. Something had to be done, and that the unshielded spark plugs be
an earlier era, requirements began to that something was a shielded ignition replaced with shielded ones, and that
change. With each passing decade system. the magneto blocks also be covered
radio communication and navigation with radio shields.
equipment became increasingly more Jacobs Engines
necessary. Too, the romance of hand Several years ago, Radial Engines, Ltd
cranking an inertia starter faded for Interestingly, the Jacobs engine was developed a W670 shielded ignition
some operators as they encountered the easiest to modify for radio shielding. system that works well and looks much
hard starting engines on hot days! The Though only a handful of Jacobs more original to the W670 engine than
obvious answer was a charging system, powered PT-18s were made, tens of the Jacobs retrofit. This new system
an electric starter, and a radio. thousands of shielded ignition Jacobs utilizes the original W670 unshielded
engines were built for the Cessna UC- rear mounted loom tube with Skytronics
In the 50s, 60s, and 70s, electric inertia 78 “Bamboo Bomber”. It was a simple 5105 shielded wire run in place of the
starters and even direct drive E-80s matter to remove the unshielded earlier unshielded 7mm cables.
were plentiful, and the installation was ignition loom from the PT-18 and install
not complicated, so that was an easy fix a shielded one (or even a complete

Shielded Ignition on a R755 Jacobs Powered Jacobs Shielded Ignition on a W670 Original loom and shielded wire.
Stearman. Continental. February 2018 13

The only real visual difference between new shields utilized a large braided it. This makes servicing the distributors
this and the original unshielded harness brass conduit on each side to feed the nearly impossible without pulling the
is the use of shielded spark plugs and spark plug wires forward to a brass engine forward out of the engine mount.
their elbows. Though this new system is ignition loom which was mounted behind
as effective at shielding radio noise as the push rod tubes and in front of the Because of this difficulty, operators
the retrofitted Jacobs system, it is much cylinders. From the loom individual often put off servicing the distributors,
less expensive to manufacture (and small braided brass conduits routed the something that is absolutely necessary
therefore to purchase) than the Jacobs. 7mm spark plug wire out to the spark for an easy starting and good running
plugs. This system also did a good job engine. The carbon brush in the
Lycoming Engines of shielding radio noise, but at a cost: distributor head wears down, oil mist
the ignition loom covered the front will ultimately cover the inside of the
As with other engines of their era, the cylinder hold down studs and nuts. This distributor head, the electrodes wear,
earliest Lycoming R680 engines were made it impossible to retourque cylinder and occasionally the rotors develops
also equipped with unshielded ignition base studs without removing the rocker cracks. All of these things contribute to
systems. However, by 1935 demand for covers, push rods and tubes, and then a hard starting, rough running engine.
radios were increasing, so Lycoming pulling the loom forward to expose Many Lycoming operators have resorted
added optional radio shields to the the nuts. Because this new harness to installing a booster coil in an attempt
accessories discouraged servicing the cylinder to repair the hard starting problem.
base nuts, several instances have been Often the high voltage booster coil
that could be installed on their engines. recorded of the nuts losing their torque will mask the issues which are being
The first R680 ignition shields were low over time, cylinder studs breaking, and caused by a lack of maintenance and will
profile cast aluminum housings that ultimately a cylinder departing the actually make the engine easier to start.
covered the distributor caps on each side engine. However, attempting to use a booster
of the engine, and which had individual coil rather than giving the distributors the
shielded wires routed to the spark plugs In addition to making servicing the base maintenance that they require is a lot like
and magneto. nuts much more difficult (recommended the old story of a dog with a wet nose.
by the Lycoming Operator’s Manual to Everyone knows that a healthy dog has
This system worked well but was not be done at 50 hours after an overhaul a cold, wet nose. So what do we do if our
produced in large quantities before the and every 100 hours thereafter), the dog gets sick and develops a hot, dry
outbreak of WWII, but during that conflict WWII era harness also makes cylinder nose? One option would be to put an ice
tens of thousands of Lycoming R680 replacement a much larger project. cube on the dog’s nose. The dog will still
engines were produced to power the When this style of shielded harness be sick, but we have taken care of the
Boeing Stearman “Kaydet”, Beech AT-10 was retrofitted to a Stearman another symptoms. If the Lycoming distributors
“Wichita, Stinson V-77, and the Curtiss drawback became obvious: its size. are not being maintained, a booster coil is
AT-9 “Jeep”. Though the Stearman was The WWII era system was designed just an ice cube on a sick dog’s nose.
usually equipped without radios and an to fit inside the large diameter engine
electrical system, the AT-9, AT-10, and mounting ring that was found on the The Solution
Stinson V-77s all were radio equipped. AT-9, AT-10, and V-77. The Stearman
As such, shielded ignition systems were mount ring is much smaller in diameter The obvious answer to installing a
required so a new shielded system was than those other models and these later shielded ignition system on a Lycoming
designed for those applications. distributor cap shields protrude out left powered Stearman is to use the early
and right from the engine more than the style distributor shields with its individual
The Problem earlier cast shields did. The WWII era leads coming directly from the shields.
shields fit so tightly in the Stearman ring This casting has a lower profile than the
The WWII era ignition shields again were that they actually contact and rub against WWII version and gives ample clearance
cast from aluminum alloy, but these

1930 Lycoming R680 with Unshielded Ignition. Close Up of the First Shielded Lycoming A Stearman Losing a Cylinder (see arrow).
14 Stearman Flying Wire Distributors.

in a Stearman mount to remove the Early Lycoming Distributor
distributor head and to service the Shields Showing Ample
distributors.
Clearance to the Stearman
Also, since there is no front ignition Mount.
loom, cylinder retourque, removal, and
installation is straightforward. The only
difficulty lies in the fact that there were
only a few hundred of this style of shields
made in the early 1930s, so locating
original ones is nearly impossible. In forty
years of overhauling these engines, we
have only come across four or five of
these early shields. However, while we
had a set of the early distributor shields
in our possession we reverse engineered
the castings and now have a limited
number of them available from which
to build Lycoming shielded ignition
systems.

When coupled with Skytronics 5105
shielded ignition wire, a Lycoming
ignition system is recreated which
fits well in the Stearman mount ring,
provides good radio shielding, and
makes cylinder service much easier. The
kit comes complete with shields, new left
and right distributor heads, wiring, and
hardware. A port for installing a booster
coil is machined into the right side
distributor shield, though our experience
has shown that with this system
booster coils are unnecessary. For more
information on any of the Continental,
Jacobs, or Lycoming shielded ignition
systems contact Caleb at Radial Engines,

Ltd. 405-433-2263. J

* Editor’s note: Please visit the stearman.
net forum to download pdf files of the
Stearman Type Certificate Data Sheet and
Stock Stearman Annual Checklist. - Mike

WWII Era Lycoming Shielded Ignition System. The WWII Era Lycoming Shielded Ignition Loom A WWII Era Lycoming Right Distributor Shield

Covers the Front Cylinder Base Nuts. Showing Contact with the Stearman Mount.

February 2018 15

16 Stearman Flying Wire

STEARMAN INSTRUMENT HOOD by AndyPorter

HISTORY FLYING THE HOOD stowed in flight prior to landing, the
airflow around the neck is reduced
An instrument hood was a factory During the 2017 National Stearman Fly somewhat. The complete assembly
option for 75 Series aircraft for both the In 2017 Mike Porter test flew the hood includes mounting hardware to the
Army Air Corps and Navy. The hood for about 30 minutes from Galesburg to airframe for quick removal. There is a
was stock issue for all designated Kewanee IL for lunch. I was in the front hood release latch that can be operated
Instrument trainers. The hood was seat as a safety pilot, with David Brown from both cockpits by pull cable, on left
used for basic instrument training and and Brian Rosenstein in the chase side tubing.
consisted of needle, ball, airspeed, photo ship.
compass, and altimeter, but no attitude There was no cheating or peeking
indicator. The hood shown in photos is Mike’s first comment was “It’s hot in outside with this set up, WWII students
original with refurbished hardware, and here!” Flying under the hood was stable, had to learn their craft. It was an
fabric including bungee tension and but dark. Instrument lights are required interesting and fun experience which
retraction cords. since the canvas hood and installed only increased our appreciation for
rudder curtains block any shadows or the conditions and standards student
The identification markings on the sunlight from front entering the cockpit. aviators had to learn before heading out
cords identify a July/Sept 1942 date At 105 mph IAS the hood started to
of manufacture. The woven cord ends flutter and vibrate the fabric. At 108 to war. J
are all original and airworthy. Once we mph the latch started to release which
started the search for an original flying holds the hood secure. The fluttering February 2018 17
hood, it took nearly a decade of digging was rectified by an adjustment after
to accumulate all the required parts and the flight, but we watched the airspeed
accessories to complete the assembly. closely. Mike noticed with the hood

CLOSING THE LOOP
by Hans Nordersiek

In 2017, I visited the NSFI for the third time, the last time before
that was 26 years ago. We felt so much at home and welcome,
again! With us, we took our way of sharing the magic of flight
with any audience, especially with the kids. It is storytelling,
theatre, fun plus kids participation; packed in an aviation jacket.
My good and long-time friend Tom Lowe asked me to write a
story about the why and how of our initiative. Here is that story.

Being from the Netherlands, Europe, I We raised our hand anytime pilots
lived from 1986 to 87 in the USA to get were needed to fly them. Once more a
my Commercial and Instructor licences. Stearman took up her role as a trainer
Before heading home with enough flight plane and paved our way to fly the most
hours, I worked for a local FBO at Hemet beautiful and impressive planes from
Airport, CA. I just had a great time there the 1940’s.
and learned a great deal. In 1989 I was
hired by KLM Royal Dutch Airlines and As a 16-year-old boy I had an
flew turboprops, Boeing 747, 737, 777 experience in my early aviation career
and finally a 787 Captain and Instructor that had a big impact on me. It would
until my retirement in April, 2017. be the foundation of my initiatives at a
later age. There was an airshow at my
By the time I was hired another dream home airport and I was, as a rooky glider
popped up. I never forgot the sight of a pilot, allowed to be at the airplane side
big yellow/blue biplane in Clarksville, of the fence. How I felt good to be inside
TN while living in the US. What an the aviation community! A T-6 did an
impression that had, only if I had the airshow performance and landed. The
money… . One day, may be. The early engine was shut down. The pilot was
1990s Early nineties was the right time my hero, he stepped out and walked
to take action. With some friends we towards me. This was my chance to ask
bought a black and gold Boeing N2S-3 him my 10,000 questions. He was a tall
Stearman, named the Old Crow. It would guy, I was less than 5 feet. He passed
be the start of one great adventure that me without even noticing my existence,
has never ended. at least that was my perception of
the situation. I felt alone and made a
We flew the plane throughout half of promise. If, somewhere in the future,
Europe at fly-ins and airshows. We I am in his position, I promised to
flew with guests, sharing open cockpit stop for any Kid. Not knowing that the
two-wings fun. We also learned how to opportunity to pay that bill would come
handle a taildragger, how old school later. Twenty-five years later in 2000, I
technology works, and how to maintain flew our Old Crow in front of a 4,000+
radial engines. The plane always crowd, landed her on the grass runway
attracted a crowd. The answers to the and taxied along the people that were
why of that phenomenon would come standing behind the fence. Kids were
later. In those days historic aviation present, with questions. The old promise
grew steadily with more vintage planes knocked on my door. Time to act once
residing in our country almost every more. I had to figure out how.
month.

18 Stearman Flying Wire

February 2018 19

I had no idea how to materialize the old mesmerized the audience and that the planes that all parties flew. In that
promise. I would need a microphone would fit in the plane while flying her. realm we tried to look for the common
or a stage or something? How to Unpacking and packing was a show story of all aviators, irrespective of their
connect with people? Forget the itself. political colour. We just met sisters and
silly idea? Finally, I decided to start brothers in that process. And it made us
with street theatre on my layovers as In this way we arrived in Germany, feel very wealthy is several definitions
a pilot anywhere my boss sent me. Belgium, France and our home country. of the word.
That helped a lot; I even liked it and Flying in Europe is different than in the
experienced success! We (my female US. One thing that limited our range Ten years ago, we gave our old bird
partner and I) took up theatre lessons. is the cost. Here it’s expensive to fly, a ground up restoration with a brand
We learned most things by doing and So we normally flew a maximum of new Jacobs R755B2M power plant.
trying whenever we landed somewhere 3 hours away from our home airport. We also redesigned the cockpits to
with kids and an audience around us. One exception was the seven hours customize them to our desires. We
In the early times we had a pantomime when we went to Marseille, in the south retained and reapplied her livery,
show with music, special dress and old of France. That city reminded us of a sporting a challenging old crow on her
leather suitcases. One day in Paris we famous story written by fellow aviator sides. People loved it, and it put her
did that show 16 times! We loved it. Antoine de Saint Exupéry, The Little aside from any other plane on the flight
Prince. We felt very close to him as his line. Getting to fly the Boeing 777 with
We had a story to tell, so what story approaches life, and aviation, as a bigger pay check enabled me to buy
better than giving us the name The poetry, rather than prose. That was and the remaining shares from my friends. I
Storyteller? That is how the title still is our guiding principle. was the exclusive caretaker of a Boeing
appeared. Stearman originally delivered on
Being the Storyteller, we quickly February 23rd, 1943. As time went by,
At the same time, we worked on getting learned that the trick of storytelling we realized what we have been doing.
an attractive scene around our biplane. is listening. Listening to the stories of We followed an old paradigm; How to
A podium that had crowd appeal. It the people that we met. That included convert swords into ploughs? How to
had to be functional, artistic and sweet sentimental, amazing and sometimes convert an old soldier into a plane that
at the same time. We got better at harsh stories. The history of World spreads the magic of flight? She is a
arranging that each time we tried, until War II is still very much alive, including flying testimony that it can be done.
we found the ideal setting that both the stories of our liberators and about

20 Stearman Flying Wire

In the mean time we have divided both functional and ecstatically full
our activities into two entities. One of beauty. They are a living and flying
is a volunteer organisation called piece of art. That resonates with the
FlyingCircus.nl. That team of fifteen heart of any person and wants us to be
people gives theatre and narrative close to them.
open-air shows on aviation events,
based upon the fundament as laid The loop is closing, so to speak.
down by our Old Crow biplane. Magic, Perhaps somewhere in the future a
fun, mime and a story or two to tell. We young adult will remember; Hey, twenty
work from our 35.000 lbs mega show years ago I met those amusing people
bus, with a 30 feet circus ring. Bigger around a big bus at an airshow. Was
and greater than ever, still with the funny to see what they did, oh, by the
same delicate message; You are never way, I was just hired to fly as a pilot on
too old to play like a kid! the newest Boeing electric jet!

The other entity? Yep, The Storyteller Last September I met my old friend
is still around. And this time he is going Tom Lowe for the fourth time. Tom took
where the sun shines best, where the me up in 1990 in his yellow Stearman
people are sweet and gentle, and for my very first biplane ride. I was
where the kids are the audience! hooked, and it is his fault I’m bothering
you now with my stories. Tom again
Why do these biplanes always pull the offered me at the last Fly In to take his
crowd? Easily they win the competition bird up for a spin. What an honour and
with any line of high speed, 1940’s a great example of closing the loop.
fighters. I have seen that happen all We surely hope to be back at the NSFI
the time. Answer number one; I have
no idea! Answer number two; Because again! J
they represent the purity of flight.
They represent the contrast of life
that makes life so addictive. They are

February 2018 21

22 Stearman Flying Wire

STEARMAN FLIGHT
by Rod Hoctor, President

Stearman Flight is an organization dedicated and flight training with highly experienced
to advancing the safety and enjoyment of instructors that tailor to the individual’s goals
Stearman formation flying. We are actively and pace. We help build a path to facilitate your
building the community of Stearman pilots who goals starting with an introductory course for
want to experience the fun and camaraderie of those just interested in the safe enjoyment of
formation flying in a safe training environment. formation flying up to issuing a FAST card to
Stearman Flight provides various levels of those who demonstrate proficiency to a high
training from introductory level to fully qualified standard of safety and teamwork. A FAST card
and certified formation pilots. allows you to fly formation in FAA waivered
airspace, but even if flying airshows isn’t your
Formed in 2008 by a small group of highly goal, the training will expand and refine your
experienced and passionate aviators, Stearman handling skills.
Stearman Flight is a FAST signatory that
provides formation training and certification for We can help you organize your own clinic
flight in waivered airspace, such as airshows. and our instructors will come to your airport.
For those new to formation flying, FAST This is the way much of the training around
(Formation And Safety Team) is a group of the country takes place each year...just gather
warbird organizations whose FAA authorized up some interested pilots and check out
training programs adhere to a high level of our website at stearmanflight.org or contact
standardization and safety practices. our Clinic Chairman, Carey Hardin (cfh@
clearwaterconsultants.com). He will help with
Formation clinics are the heart of our training all the details and you’ll discover a whole new
process and they are BIG FUN! Held in various level of airmanship and camaraderie that only
locations in the U.S. several times a year,
participants enjoy well organized ground school Stearman formation pilots can enjoy! J

February 2018 23

24 Stearman Flying Wire

Color Schemes, Insignias, and Markings HINDVIEW
of the Boeing-Stearman B75N1,U.S. Navy MIRROR
N2S-3 (Part 1)
Reprinted from the December
by Kenneth D. Wilson 1976 SRA “Outfit” newsletter

Author’s Note: The N2S-3 was the one Boeing-Stearman Model 75 aircraft which was produced in the greatest quantity for the U.S.
Navy with a total of 1875 each rolling out of the Wichita Division of the Boeing Airplane Co., Wichita, Kansas.

Also later to be added to the actual number of N2S-3 aircraft built were the returning PT-27, Boeing-Stearman D75N1, from the
R.C.A.F. The U.S. Navy accepted many of these Lend Lease PT- 27’s and redesignated them as N2S-3’s.

The N2S-3’s were assigned throughout the United States, a few of the many Naval Air Stations having N2S-3 aircraft were
Hutchinson, Kansas; Ottumwa, Iowa; Corpus Christi, Texas; Livermore, California; Pensacola, Florida; Minneapolis, Minnesota, Peru,
Indiana; Memphis, Tennessee; New Orleans, Louisiana and Glenview, Illinois.

One can readily realize since the N2S-3’s were dispersed in so many directions, plus the fact that the nation was underway to drive
out the evils of WW II, not always was the prescribed color schemes and markings of the U.S. Navy always followed to the “letter of
the spec.” at each and every NAS. While some deviations in color, insignia, markings (CMI) can be explained, others cannot.

This article is meant as a general guideline for the CMI of the N2s-3, however, it is not to imply a positive statement that this was the
only CMI used on the N2S-3.

The author in researching the CMI of the N2S-3 aircraft has found some noticeable departure from the accepted norm and some of
these are noted in the article. Also where any part of a specification quote does not pertain to the N2S-3, this part of the specification
has been omitted in the article. Since part of the spec. might pertain to a U.S. Navy fighter or transport aircraft, the author feels the

SRA membership would only be interested in the portion that would pertain to the restoration of the N2S-3 aircraft.

- Kenneth D. Wilson

February 2018 25

Evident is the 4 inch wide Insignia Red, Bright Yellow and Insignia Blue prop tip colors. The rest of the prop was left unfinished except for an additional
24 inch extension of the Insignia Blue color on the back side for anti-glare. Photo: Kenneth D. Wilson Collection.

J

Famed auto builder Henry Ford has had the remark Specification Activity
attributed to him that he would paint his legendary Ford Printed Materials Supply Division
Model T any color you wanted-as long as it was black! Building 197, Naval Weapons Plant
Perhaps if Mr. Ford had been in charge of the Wichita Division Washington, D.C., 20407
of the Boeing Airplane Co. he would have painted the Model
75 airplanes any color-as long as it was Orange Yellow! Many The 437 each ½”X 1” size chip 595A spec. is $2.75, the 437
SRA mabers feel the overall color of Orange Yellow on the each 3”x5” size chip 595A spec. is $30.00, or the 3”x5” size
U.S. Navy N2S-3 seems to make the craft “flow together” chips may be purchased individually for .07¢ each.
and indeed it is very eye catching. As the U.S. Navy N2S-3
airplanes began to roll out of the Wichita plant in February, All reference to colors have been cross referenced by the
1941, the Navy “Kaydet” could trace its color scheme back author from his file of color chips which dates back to 1919
to SR-2A, titled Specifications for Naval Aircraft Insignia & and the current Federal Standard No. 595A color chip No.
Markings, effective 1 February, 1933’ and SR-15, titled General match is given so the Stearman restorer may today order the
lnstuctions for Finishing Naval Aircraft, effective 21 April, exact color match for his N2S-J restoration project.
1930.
SR-15c covers the basic color of the N2S- 3 and para. 14.2
By February, 1941, these two basic Navy color specs. had states, “training Types- All exposed surfaces ot training types
been updated and SR-2B, Specification for Naval Aircraft shall be finished in Orange Yellow color except for landing
Insignia and Markings, dated 8 October, 1940, effective gear or float which shall be finished in aluminum and where
14 December, 1940 and SR-15C, Naval Aeronautical otherwise specified for insignia or squadron colors.” The
Specifications for the Protection of Naval Aircraft and Parts, Orange Yellow glossy color used would be ANA No.506,
dated 15 October, 1938, were being used by the Wichita Federal Standard 595A No.15538.
Division of the Boeing Airplane Co. for finishing the N2S-3.
Note: Quite often the Orange Yellow color has been referred
Note: The colors referred to in these specs. conformed to the to as “Chrome Yellow”. The author’s military files on color
shade of standard color samples which were adopted by the or schemes on U.S. Army aircrart dates from 1920 and on
Bureau of Aeronautics, Navy Dept., Washington, D.C. These U.S. Navy aircrart from 1930 and no where in official files is
standard color samples became ANA color standard bulletin a color of “Chrome Yellow” referred to. Also, research in the
166, glossy color, ANA being designated as A (Army or Air Smithsonian N.A. & S. M., National Archives, General Service
Force), N {Navy) A (Aeronautical). The ANA color standards Administration, Naval Air System Command and the Air Force
were changed to Federal Standard No. 595, which today has Museum files, plus Boeing- Stearman construction drawings
been revised to Federal Standard No. 595A. Federal Standard has not revealed a “Chrome Yellow” color.
No. 595A color chips may be purchased today from:
The aluminum color for the landing gear on the N2S-3
applied to the lower fairing, part no. 75-2345-1, and the fairing

26 Stearman Flying Wire

The National Insignias on the N2S-3 were not applied in accordance with spec. SR-2 and this is evident in this photo. (see article on National
Insignias) Note the pointed ends of the center section hand grips. Photo: Kenneth D. Wilson Collection.

J

cover (the outside wheel cover plate), part no. 56394. Also (stringers), all the interior of the fuselage cowl assembly,
the torque link assembly was aluminum color as well as the {front and rear cockpit), rudder control assembly, elevator
outside portion of the brake assembly. Also the wheel, part and aileron controls, including the control stick. These are
no. G-3-170. the basic item that appeared in this color, however, other
cockpit controls were painted the designated color to which
1941 photos, the N2S-3 Erection & Maintenance Manual and they pertained.
Boeing- Stearman contruction drawing, reveal the carburetor
air heater shroud, part no. 75-2877, to be aluminum color with The Stearman restorer often wonders what Federal Standard
the exposed portion at the cold air intake scoop assembly, 595A color No. today would match the cockpit color set forth
part no. 75-2877, and the carburetor air horn, part no. 5122, to in SR15c, so let’s go on through the SR15 series to track down
be Gloss Black, ANA no. 515, Federal Standard. 595A no. 1703 the Federal Standard 595A color No. SR15d, dated 26 March,
1942, effective 24 April, 1942, para. M-6b states cockpits of
ENGINE COLORS Service Airplanes other than flying boats-cockpit spaces of
these airplanes shall be finished in dull dark green to match
The N2S-3 was powered by the Continental R-670 engine. the Army-Navy color standard.
The entire cylinder assembly, including the rocker box cover,
was of Gloss Black color, however, the 65° elbow exhaust Finally, SR15e, dated 10 October, 1944 tells us what color we
which attached to the cylinder assembly was aluminum color may match up to today, via para. J-2A. “Interior of Cockpits-
or often left natural metal color. The entire crankcase section Interior surfaces of cockpit above the instrument panel shall
was Engine Grey color, ANA no. 513, Federal Standard 595A be painted to match the instrument black color standard.
no. 16081. (Refs Continental Aircraft Engines, Continental (Note: this would not apply to the N2S-3) Interior surfaces
Motors Corp.). below this line shall be painted to match the Interior Green
color standard.” Interior green color was ANA No. 611 and
COCKPIT INTERIOR COLOR today is Federal Standard 595A No. 34151. Of note, on the
N2S-3, the Interior Green color was not applied to the interior
Para. 14.4 of spec. SR15c covers the subject of cockpit color of the fabric of the cockpit area, this remained the natural
and it states “Cockpits-cockpit enclosures shall be finished color after the exterior colors were applied to the fabric. In
with a semi-gloss bronze-green or similar approved color. A past issues of the SRA “Outfit”, references have been made to
finish produced by the addition of 1/10th gallon gloss black several different paint companies which now have a match to
enamel, with 4 ounces of aluminum paste, to one package the Interior Green color.
gallon of zinc chromate primer and reduced with toluene,
has been satisfactory in some instances.” WALKWAYS, STEPS, HAND GRIPS

On the N2S-3 this color was applied to the fuselage frame The color of these items are explained in SR15c, para. 14.8.
assembly, the left, right side, bottom fairing assembly, “Walkways, Steps, Hand Grips-shall be finished with black

February 2018 27

(Note: this was used on the N2S-3) or insignia blue in such
manner as to provide clear definition of functions and
bbundary. These finishes shall be applied over the regular
finishes specified.”

The walkways were of non-slip type finish and the author
while working in the 19th Bomb Wing Paint, Dope, Fabric
Shop found mixing course sand in black enamel, unthined,
and brushing this on produced an excellent non-slip surface.
The black hand grips on the wings formed a pointed tip at
each end. (Note: shown on drawings)

INSIGNIA AND MARKINGS

SR2b spec. covers the area of insignia and markings and we This 1941 N2S-3 in overall Orange Yellow color displays the aluminum
find the U.S. Aircraft Insignia, often referred as the “National colored lower fairing of the landing gear, smooth tread “General” brand
Insignia by historians, under the E-1 paragraphs. Para. E-1a tires. Photo: Kenneth D. Wilson Collection.
“Constructionthe insignia design shall be a red circle inside
a white five-pointed star inside a blue circumscribed circle.”
Para0 E-1b “Color - the inner circle shall be red; (Notea ANA
No. 509, Federal Standard 5951 No. 11136 Insignia Red),
that portion of the star not covered by the inner circle shall
be white; (Notes ANA No. 511, Federal Standard 595A No.
17875, Insignia White) and that portion of the circumscribed
circle not covered by either the inner circle or star shall be
blue. (Notes ANA No. 502, Federal Standard 595A No. 15044,
Insignia Blue).

Para. E-1e. “Location-Four insignia shall be placed on the An Orange Yellow N2S-3 in California, late June, 1942. The aircraft
wings of each airplane. One shall be located inboard from displays the National Insignia with the deleted red circle which came
each wingtip, on both top surface of the upper wings, and about with the issuance of T.O. 07-1-1, 1 June, 1942. Of note also is the 18
on the under surface of the lower wings for biplanes.” Para. inch high squadron number on the fuselage. Photo: Kenneth D. Wilson
E-1e (1) goes on to state “the center of the insignia shall be Collection.
located inboard from the wing tip a distance equal to the
chord of the wing.” Also, “the circumscribed circle shall be Shown is the overall aluminum color scheme of the N2S-3. Although
tangent to the forward edge ot the aileron.” these photos are dated June 22, 1943, they are taken between July, 1942
and 1 March, 1943. After 1 March, 1943 the National Insignia went to the
Had this spec. on location been followed, the National “un-balanced” stage of application. Note the 8’ 2” diameter Sensenich
Insignia on the N2S-3, wing would have been 60 inches fixed pitch wooden prop with the yellow tips. Photo: Kenneth D. Wilson
from the wingtip to the center of the insignia, however, Collection.
this was not the case. Boeing drawing No. B75-1100, titled
“Wing Assembly-Covered Upper”, shows the insignia on:
the top side of the upper wing being 45 inches in diameter
and located 48 inches from the wingtip to the center ot the
insignia. Also Boeing drawing No. B75- 1200, titled “wing
Assembly-Lower Covered, shows the insignia on the bottom
side of the lower wing being , 30 inches in diameter and
located 46 inches from the wingtip to the center of the
insignia. Also of note at this point, the author found some
N2S-3’s in storage some years ago at a small citrus grove
“spraying outfit” airport outside of Apopka, Florida. This was
in the early 1950’s, however, some of the ex-Pensacola NAS
Stearmans still revealed the old 1940’s markings. Some ot
the surplus wings bad the top wing insignia located 44½
inches from the wingtip to the insignia centerline and the
bottom wing insignia 45 inches from the wingtip to the
insignia center line. Apparently these were in the field or NAS

painted insignias, but here again a difference appears. J

28 Stearman Flying Wire

ALLEN AIRWAYS 47TH NATIONAL
STEARMAN FLY-IN STEARMAN FLY-IN

May LOCATION September LOCATION
Gillespie Field, CA (KSEE) Galesburg, IL (KGBG)
10-13 3-8
2018 ORGANIZER 2018 ORGANIZER
Bill & Claudia Allen National Stearman
Fly-In Inc.
CONTACT
[email protected] CONTACT
(619) 596-2020 www.stearmanflyin.com
(309) 343-6409

February 2018 29

30 Stearman Flying Wire

Richard Reade Matt McVicker Vincent DiTimore Mark Marcario
SRA# 5506 SRA# 5516 SRA # 5521 SRA#5528
1601 East Hwy 2616 59th St 3450 172nd St. NE #5 15 Ashley Ct
Hayti, MO 63851 Des Moines, IA 50322 Arlington, WA 98223 West Brandywine, Pa 19320
[email protected] [email protected] Email: n/a [email protected]

Richard Garrison Juan Carlos Torres Jerry Hill Nat Wildey
SRA# 5507 SRA#5515 SRA # 5521 SRA# 5529
465 Woodstream Dr Calle Nueva1A, zeroA P.O. Box 2604 1Longston RD,
Springboro, OH 45066 Bilbao, Vizcaya 48005 Spain Decatur, TX 76234 Chapelenle Frith
[email protected] [email protected] [email protected] Derbyshire SK23 ONS, UK
[email protected]
Jeffrey Fontenot Mike Telow Leslie Hill
SRA# 5508 SRA# 5517 SRA# 5522 Gordon Lowe
49 E. Kitty Hawk 92 Iron Works Rd 1704 Rosewood Dr SRA# 5530
Richmond, TX 77406 Clinton, CT 06413 Arlington,TX 78012 1305 Passage ST
[email protected] [email protected] [email protected] Palm Springs, CA 92262
[email protected]
Steve Starman Gary Hust Ben Palleinko
SRA# 5509 SRA # 5518 SRA# 5523 Claudio Basilery
1240 Royal DR 15127 Amherst Green Ct I Meadowland Dr SRA# 5527
Papillion, NE 68046 Chesterfield, MO 63017 Hopkinton, MA 01748 1201 Sanchez Ave.
[email protected] [email protected] [email protected] Burlingame, CA 9410
[email protected]
Carleton Elliott Doug Rozendaal Carl Bailey
SRA# 5510 SRA# 5519 SRA # 5525 Vincent Ditmore
2236 Bear Creek Rd 481 N. Shore Dr, unit 303 P.O. Box 1493 SRA# 5524
Roughburg, VA 24588 Clear Lake, IA 50428 Huntington, WV 26716 3450 172nd St NE #5
[email protected] [email protected] carlclassicbuilders.com Arlington, WA 98223
Email: n/a
Matt Losacker
Mary Coleman Woolslayer Bryan Penter SRA # 5526
SRA# 5512 SRA# 5520 2101 E. Flintlock Way
2433 East 22nd St 912 Greenview Ct Chandler, AZ 85266
Tulsa, OK 74114 Rochester Hills, MI 48307 [email protected]
[email protected] [email protected]

*Indicates Lifetime Members

Are you interested in becoming a Stearman Restorers Association member? Please visit our website
for more information at www.stearman.net

February 2018 31

32 Stearman Flying Wire

CLASSIFIEDS

FOR SALE other WWll vintage aircraft, propellers, AD54-12-02 only 20 hours ago and are
hardware and engine parts open to willing to exchange with compensation for a
Rebuilt Lycoming 225HP R680-17 - Zero separate sale. Assets include flight wooden prop. The entire project can be seen
Time Rebuilt Lycoming 225HP R68-17 operations and maintenance support at www.tbird2.org.
radial engine for sale. Rebuild by Bill inventory. Can email complete set of Contact Steve
Dekker. Can email photos and additional photo’s on request. Available to view at Phone: 480-664-6612
details. Napa County Airport. Prices On Request.
Contact Mark Feldman Email [email protected] WANTED
Phone: 415-235-4323 Contact Mark Feldman
Phone: 707-647-3758 Please help. I am trying to locate the
owner/former owner/employee or
Funding Program - We are currently Two Stearman projects, current reg, someone who can provide any info
lending in California, Arizona, Georgia, all new metal, windshields, fairings, all regarding “Bi-Wings, LLC of Lewiston,
Colorado, Hawaii, Idaho, Oregon, Florida, stainless steel cables, all clamp kits, Idaho.”
Texas and Washington. Our rates vary uncut fuselages, landing gears, 1 w/ Contact Jack Thurman
by state and range from 3%. We can new 5 Pc wing set/1 w/ used 5 pc wing Phone: 408-592-8373
lend up to 80% LTV in some states. Our set, new ailerons, new inst. panels F &R,
minimum loan amount is $100,000 and Additional new parts for sale include 2 Wooden prop wanted for Stearman
our maximum is $500,000,000. Funding Pcs AG75-2356 rear cockpit, 2 Pcs AG75- Veterans Memorial Display PT-17 - This
within 5-10 business days. Email us at: 2356-1 rear cockpit, AG-2340 & AG-2340-1 summer (2018) a Stearman PT17 will be
[email protected] fiberglass fillet, 2 pcs AG-752255 cowl retired and put on permanent display at the
Contact Bremner C inner cockpit, AG- 2319 & AG-2319-1, 2 new Scottsdale Veterans Memorial (formerly
Phone: 646-470-7854 wiring harness (chrome plated small ring), Thunderbird Field II). We have a MCCauley
2 wiring harness large ring) for W670 prop that had it’s 100-hour to comply with
Cockpit Enclosures & Winter Fronts for engine. All new parts are for sale for 30% AD54-12-02 only 20 hours ago and are
the Model 75, complete, ready to install or below current market price. Additional willing to exchange with compensation for a
in kit form - These enclosures are Boeing used parts in excellent condition are also wooden prop. The entire project can be seen
designed and many of the components for sale. at www.tbird2.org.
were made by Piper Aircraft under contract Contact Cliff Lowe Contact Steve
with Boeing. These come with either the Phone: 865-207-2421 Phone: 480-664-6612
Boeing designed baggage compartment
or one that opens with clamshells. The New N2S-3 Restoration - Original 1943 Usable pilot seat to replace the heavy,
rails & channels are new Piper or just A-75, N2S-3 SN: 75-3999. 58 TSMOH bulky one I have - mine is too wide. I need
new. The winter fronts are made from restoration. McCauley prop, Redline a pilot seat for the rear cockpit in my 1928
new spinnings and CNC’d front plates. brakes, wood seats, metal sticks and Travel Air 4000. The one I have is too wide
These are all offered as complete with aluminum floor boards. Parking brake, - mine is metal and in good condition - I
color of your choice or polished aluminum new belts, overhauled instruments. am willing to either trade or purchase one
retainer pieces or in kit form. Note the red Inertia starter, full electrical, lights, outright that works better for me. Perhaps
Stearman on my website, I put a cockpit radio, intercom ELT and transponder. Al you know of someone with an extra seat
enclosure and winter front on it and Holloway R-670-6N with roller bearing, from a Stearman, Waco, or whatever...
flew in the winter in 20 degree weather Airwolf remote filter. Big Sky wings, please let me know as soon as possible.
!! I also offer the 10SC tail wheel adapter assembled with new AN hardware. Contact Nick Oppegard
rings, STC’d and the complete Stearman Covered in Ceconite, correct AN color Phone: 509-230-3559
drawings on 4 CD’s. These drawings are with authentic markings and stencils.
from first generation microfil. Bruce’s cockpit, canopy and engine cover 1:1 Stearman Rib Template Drawings - I’m
Contact Russ Harmuth included. Restoration photos and logs looking for rib template drawings of 75-
Phone: 209-795-9378 available upon request. It’s an award 1216, 75-1211, and 75-1206. Any help would
winner at GBG or OSH. $155,000 OBO. be great. If you have forms available I’d
Napa Valley Biplane Company Assets Contact Michael Rutledge also be interested in purchasing.
- Selling all assets of the Napa Valley Phone: 360-485-7207 Contact Steven
Biplane Company. Would like to sell all Phone: 330-780-5320
assets as a “lot”. However, will consider Wooden prop wanted for Stearman
the sale of parts inventory separately. Veterans Memorial Display PT-17 - This Current members can post
Includes 1942 Boeing Stearman / Ground summer (2018) a Stearman PT17 will be non-commercial ads for free on
up restoration in 2002 / TT: 230 Hrs. + / retired and put on permanent display at the our website www.stearman.net
Always Hangared / Spare Rebuilt R680- new Scottsdale Veterans Memorial (formerly
17 Lyc. 225 Hp. Engine By Bill Dekker / Thunderbird Field II). We have a MCCauley
Large inventory of Boeing Stearman and prop that had it’s 100-hour to comply with

February 2018 33

34 Stearman Flying Wire

February 2018 35

Matthew Sawhill SRA# 5106 taken during the 2017 NSFI.
Photo by Matt McVicker