VA-Vol-18-No-9-Sept-1990 by EAA Vintage Aircraft Association

STRAIGHT AND LEVEL

€'

keeps me on the move quite a bit. Sometimes if I am a little tardy returning correspondence from someone, please forgive me for that. I will try to do better in the future, especially as winter comes on and things start to cool off around here. I will have a little more time on my hands, since most of our work is outside. Trees are now turning in our area and it's

~ ~:~~!~!~~~sh~~:~~~~:;~1:~~~~

~ Chapters having fall fly-ins. One Chapter that ~ is dear to me, because I have been a member

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

by Espie "Butch" Joyce

am fmally settling in after returning from EAA Oshkosh '90. What a great Convention we had! Seems that the Antique/Classic area ran smoother tills year than ever before. I'd real1y like to thank all those people who helped out at Oshkosh, the volunteers, chair-people and everyone at EAA Headquarters who sup plied us with all the equipment we requested. They also gave us all the support they could. I have received a number of letters from people who wish to ex.press their concerns and constructive comments about certain aspects of the Convention. These letters are always wel come. Only through knowing how the mem bership perceives what is going on at the Convention, can we continue to improve. Sometimes it is difficult to co-ordinate al1 the activities and working at Headquarters to see what needs to be improved in the field. Pilli Coulson has decided to step down as Chairman of the Parade of Flight. Pilli has carried tills activitiy as long as I have been going to Oshkosh and he wants to change jobs so that he'll be doing sometillng new. The Parade of Flight tlus year went as smoothly as any we have ever had in the past. Because of the way the runway was extended, we were able to recover the aircraft in a different fasillon and it worked out great. All the pilots who par ticipated in the Parade of Flight cooperated and really went out of their way to give a good show for the division. I will be looking for a new Chairman for this activity. At tills time, if any members are inter ested in being Chairman of the Parade of Flight, please let me know so that they nlight be con sidered. PillI has agreed that he wil1 act as Co-Chairman next year to help the new person become acquainted with the procedures we use. We will make a decision on the Chairman at our November Board of Directors mee ting, so please let me know before the end of October so I can present tills information to the Direc tors. Also, any comment about the Fly-in would be helpful. We need to know that, also, before the end of October. The workload in my office has not been bad after returning from Oshkosh tills year. The main reason is because I have good help in the office and tillngs were better planned as I have learned from my experiences of being Manager of the Antique/Classic area last year. Business has been reasonably good for us this year and 2 SEPTEMBER 1990

for a long time, is Antique/Classic Chapter 3. This chapter encompasses North Carolina, South Carolina and Virginia, and has been an antique organization since the early 1960s. Chapter 3 always puts on a good fly-in. They have one in Burlington, North Carolina in the spring and one in Camden, South Carolina in the fall. Camden is generally the largest of the fly-ins and has been very successful, but with the cost of insurance, porta-johns, autos, etc. and only receiving a $2.00 registration fee from the people when they land, it has always been just a break-even situation for the Chapter. A year and a half ago they started out with what seemed to be a good bank account but had bad weather in Burlington with only a few airplanes being able to show up, and Camden had bad weather with only a few airplanes able to show up there. Again this year, Burlington had bad weather with only four or five airplanes being able to make it and they came in late Friday afternoon. Chapter 3 now has almost a negative balance in their accounts. Their Board of Directors met in August and establishcd a lifetime member sillp. The offering of this lifetime membersillp will enable the Chapter to again enlarge its treasury and be able to put on a fly-in. Their next fly-in is at Camden, South Carolina Oc tober 5-7. This is a fun event and I encourage everyone to participate. There is no air show, just a good get-together for people to visit and look at the beautiful airplanes and take buddy rides. I will be there for sure because tills is one fly-in I can go to and not have to work. I can just visit and sit under thc wings and go ride in someone's Stearman or Staggerwing and have a real good time. Maybe I will see you there. It won't be long before the temperature runs me into the workshop or hangar for the winter. I have a workshop beside my house and my hangar is at Slllloh, the county airport. Basical ly, the only project in my hangar at tills time is a Cessna 170 that a friend of mine, Emory Chronister and Ills wife, Sandy Slllmpi, have been working on. This will be a nice airplane. I look forward to seeing it in the air at some point and time. In my workshop, I just piddle around a little bit. I keep scrounging around for Travel Air 4000 parts, finding a few now and then and just talking to people. Someone will put me on a lead and I will run it down. I have the engine and propeller, tail pieces and a few other mis cellaneous parts, so you can see that I am work ing on each end very well. One of these days, I may finally have enough pieces to start work on the middle. It is one of my favorite biplanes

and would someday love to have one of my own. But, for the meantime, the Clipwing Cub that I have does just fme for going out and having fun. TIlls is the next best thing to an open cockpit airplane because you can open the side wide open. The Reid conversion for the Clipwing really makes a nice airplane. If you ever get a chance to fly one, I would encourage you to do so. It is a real surprise to see how the airplane per forms. Initially, the Clipwing Cub that I have had a 65-hp engine in it and I will have to say that just is not enough for the airplane. I now have a 9O-hp engine installed and it really makes a hot rod out of it. Another nice thing about the Clipwing is that you really don't burn that much fuel and, as everyone knows these days, that is going to be more and more impor tant from a standpoint of operating your fun machines. There is a lot of difference between four gallons an hour for a 9O-hp engine and 30 gallons an hour for a 6OO-hp engine. In the Staggerwing that I used to fly, the best I could do across country was around 22 gallons per hour. As in the past, I would like to ask members to send in articles and photographs to be used in your publication, VINTAGE AIRPUNE. It does not have to be polished as the editorial staff can take care of those problems. You have read thc feature about interesting members which we have been running as a series. I am sure there are people in your area who would make interesting reading about their exploits or accomplishments in the antique airplane field. If you would, just take a few photographs, black and white, and jot down an article, and send it in. To give you an example of what it would take for an article, tills STRAIGHT & LEVEL that you are reading at tills time takes ap proximately three pages of double-spaced typewritten wording - this gives you an idea of what the length of this article is. Your article might not be used immediately in the magazine, but will go in our file and at some point in time, receive consideration. As a final note, I would like to report on the election of officers at Oshkosh. I was re elected as President for another two-year term. I will be happy to serve at that capacity and look forward to it. George York of Mansfield, Ohio was re-elected as Secretary of the Division. George has been very active in aviation. Bob Brauer of Cillcago, Illinois, Charles Harris of Tulsa, Oklahoma, Bob Lumley of Colgate, Wisconsin and Steve Nesse of Albert Lea, Min nesota were re-elected as Directors. As new officers, Jolm Berendt of Cannon Falls, Min nesota, Gene Chase of Oshkosh, Wisconsin, George Daubner of Hartford, Wisconsin and Jeannie Hill of Harvard, Illillois were elected as Directors. As you can see, we have some new blood coming on board which will keep us vibrant for the future. All these people have been dedicated members in the past and will serve as dedicated officers. I would like to welcome all these people to the board. We're all better as a group. Let's all pull in the same direction for the good of aviation. Join us and have it al1!.

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Malt

EDITOR

Mark Phelps

September 1990 •

MANAGING EDITOR

Golda Cox

Vol. 18, No.9

ART DIRECTOR

Mike Drucks

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr. Dennis Parks

EDITORIAL ASSISTANT

Isabelle Wiske

STAFF PHOTOGRAPHERS

Jim Koepnlck Carl Schuppel

Mike Stein eke

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Esple " Butch" Joyce 604 Highway St. Madison, NC 27025 919/427-0216 Secretary George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

Vice-President Ar!hur II. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631 Treasurer E.E. " Buck" Hilber! P.O. Box 424 Union, IL 60180 815/923-4591

DIRECTORS Rober! C. " Bob" Brauer John Berendt 7645 Echo Point Rd. 9345 S. Hoyne Cannon Falls, MN 55009 Chicago, IL 60620 312/779-2105 507/263-2414 Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 414/231-5002

John S. Copeland 9 Joanne Drive Westborough, MA 01581 508/366-7245

Philip Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490

George Daubner

2448 Lough Lane

Hartford, WI 53027

414/673-5885

Charles Harris 3933 South Peoria P.O. Box 904038 Tusla, OK 74105 918/742-7311

Stan Gomoll

1042 90th Lane , NE

Minneapolis, MN 55434 612/784-1172

Dale A. Gustofson 7724 Shady Hill Drive Indianapolis, IN 46278 3 17/293-4430

Jeann ie Hill

P.O. Box 328

HaNard, IL 60033

815/943-7205

Rober! Lickteig Rober! D. " Bob" Lumley 1708 Bay Oaks Drive 1265 South 124th St. Albert Lea, MN 56007 Brookfield, WI 53005 507/3732922 414/782-2633 Gene Morris Steven C. Nesse 115C Steve Court, R.R.2 2009 Highland Ave. Albert Lea, MN 56007 Roanoke, TX 76262 817/491-9110 507/373-1674 S. H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771-1545

DIRECTOR EMERITUS S. J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS John A Fogerty 479 Highway 65 Roberts, WI 54023 715/425-2455

Dean Richardson 6701 Colony Drive Madison, WI 53717 608/833- 1291

Contents 2 Straight & Level/by Espie "Butch" Joyce 4 Calendar 5

Vintage Literature/by Dennis Parks

Vintage Seaplanes/by Norm Petersen

Page 5

12 Members' Project/by Norm Petersen 14 Honeymoon Ryan 16 Cute As A Button/by Wallace Murray, Jr. 20

Oshkosh Photos

Page 12

24 Tailwheel Tamer/by Joseph Angelone 29 Pass It To Buck/by E.E, "Buck" Hilbert 31

Vintage Trader

34 Mystery Plane/by George Hardie Jr.

FRONT COVER ... Dirk and Donna Leeward aloft over Oshkosh in their '"Honeymoon Special" Ryan SCW. (Photo by Jim Koep nick, photo plane flown by Colin Soucy). REAR COVER ... Another rare magazine cover from the Ted Businger collection.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION,and the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIOUE/CLASSIC DIVISION INC., INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Editorial Policy: Readers are encouraged to submit stories and photograp!1s. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Editor, The VINTAGE AIRPLANE, Wittman Regional Airport, 3000 Poberezny Rd., Oshkosh, WI 54903-3086. Phone: 414/426-4800. The VINTAGE AIRPLANE (SSN 0091·6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Regional Airport, 3000 Poberezny Rd., Oshkosh, WI 54903-3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING -Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. POSTMASTER: Send address changes to EAA Antique/Classic Division, Inc. P.O. Box 3086, Oshkosh, WI 54903-3086.

VINTAGE AIRPLANE 3

NEXT MONTH

MoreEAA Oshkosh '90 Coverage

September 1-2 -

Prosser, Washing ton. Seventh Annual Air Fair and fly-in sponsored by EAA Chapter 391. Call 5091786-1034.

ville, Illinois . Sixth Annual Byron Smith Memorial Stinson Fly-in and Reunion at the Jacksonville Airport . Contact Loran Nordgren, 4 West Neb raska, Frankfort, Illinois 60423 . Rock Falls, Il linois. Fourth Annual North Central EAA "Old Fashioned" Fly-in . Pancake breakfast Sunday . Contact Dave Chris tansen at 815/625-6556 .

by EAA Antique/Classic Division Chapter 3. Contact Ray Bottom, Jr., 103 Powhatan Parkway, Hampton, Virginia 23661. October 6-7 - Sussex, New Jersey Airport. Fly-In sponsored by EAA A/C Chapter 7 and EAA Chapters 238, 73 and 891 . Info: Bill Tuchler, 2011797 3835; Konrad Kundig, 201/361-8789/ FAX 2011361-5760; or Paul Steiger, Sussex Airport, 2011702-9719.

September 23 -

October 13 -

September 1-3 -

Blakesburg, Iowa. Culver Cadet 50th Anniversary Cele bration, Antique Field . Copntact Burke Bell, 3795 Smuggler PI., Boul der, Colorado 80303 Tel . 303/494 0108 or Dan Nicholson 713/351-0114 .

September 8 -

Chico, California. Chico Antique Airshow . Chico Air port. Contact Chico Antique Airshow Committee, 6 St. Helens Lane, Chico, California 95926. Tel 916/342-3730.

September 14-16 -

Tahlequah, Ok lahoma (50 miles east/southeast of Tulsa). 33rd Annual Tulsa Fly-in and 10th Annual Bucker Fly-in. Contact Charlie Harris, 3933 South Peoria, Tulsa, Oklahoma 74105, Tel. 918/ 742-7311. Bucker fans contact Frank Price , Route I, Box 419, Moody, Texas 76557, Tel. 8171772-3897 or 853-2008 .

September 14-16 (note date cor rected from last issue) - Jackson 4 SEPTEMBER 1990

September 15-16 -

Rockford, Illinois. EAA Chapter 22 Annual Fly-in Steak and Brat Lunch . Cottonwood Airport II :00 am to 3:00 pm . Call Tom Janusevic at 815/397-4995.

September 29-30 -

Lexington, Ten nessee. Sixth annual Tennessee Tail draggers Fly-in. Call 901/968-8641 days or 968-2864 eves.

September

30 Tunkhannock, Pennsylvania. Fly-in Breakfast at Shyhaven Airport. Contact Steve Gay at 717/836-3884. October 5-7 -

Camden , South Carolina. Annual Fall Fly-in sponsored

Dayton, Ohio. Annual EAA Chapter 610 Wright-Patterson AFB and USAF Museum tour. Contact Jim Hammond at 5131767-8751.

October 13-14 -

Hickory, North Carolina Municipal Airport. EAA Chapter 731 5th Annual Fly-In . Con tact Norman Rainwater, 1415 Linwood Place, Lenoir, NC 28645 ; evenings 704/578-1919, or Lynn Crowell, 113 Auld Farm Road, Lenoir, NC 28645, 7041754-2723.

October 27-28 -

Winchester, Vir ginia. Winchester Regional Fall Fly-in at the Winchester airport . Pancake breakfast Sunday. Call George Lutz, EAA Chapter 186,703/256-7873.

VI~TA(7~ LIT~I2ATUI2~

by I)ennis Va....ks ~

Lib....a..-y/4....chives I)i....ectu....

Paris Aero Salon - General View

the vast collection of aViatIOn magazines in the EAA Aviation Foundation's Boeing Aeronautical Library, we are fortunate to ha ve a large number of first issues of th e se magazines. These initial issues can be very interesting for they usually have an editorial statement of purpose and the editor's view of the state of aviation at that point in time. In addition, the first issue gives a time capsule of what was considered important to the world of flight at the time the publication was launched. In the next few months, Vintage Literature will examine in chronologi cal order the first issues of some of the more important aviation publications. First will be the British publication, FLIGHT of 1909.

First published in January of that yea r, the magazine is not onl y the world' s first aeronautical weekly, but the oldest trade aviation journal in ex istence. As such, its 4,200-plus issues constitute the most complete journalis tic account of aviation hi s t o ry . FLIGHT is an outgrowth o f th e AUTOMOTOR JOURNAL, which had been covering aeronautics since at least February 1902 when it reprinted a 4,000-word paper by Wilbur Wright on glide r e xperiments . Sta rting with Nov e mber 1908, AUTOMOTOR JOURNAL published a separate section on aeronautics entitled "Flight". In December 1908 , J.T.C Moore Brabazon , pioneer British a vi a tor , wrot e a letter to th e e ditor of AUTOMOTOR sugg e sting th a t it

change its name to refl ect its coverage of aviati on, "so as to show you recog nize the movement and are alive to it. " A UTOMOTOR went one better and on January 2, 1909 it started publishing FLIGHT as a weekl y journal. As Mr. Moore-Brabazon was onl y the second Englishman to fl y and as the English Channel had not yet been crossed by air, the appearance of a British aeronautical weekly may have appeared a bit prema ture. However, the founder of the jour nal, Stanley Spooner wrote in his first editorial that they, as an offspring , were just carrying on a traditi on started by the A UTOMOTOR JO URNAL.

The scope of the new journal was to be broad in nature. The first editoriaL by

Mr. Spooner stated, "Anything which tends towards progress in aerial navigaVINTAGE AIRPLANE 5

Wright Flyer - Outside its shed in France.

tion...essentially comes within our im mediate purview." Spooner continued, "The flying world is about to grow up; we are preparing to grow with it. Clear ly, one of the principle tasks that lies immediately before us is to stimulate a keen interest in the science and art of flight with the intelligent public of this country." The first issue of FLIGHT consisted of 16 pages, though most of the content was of short briefs giving a retrospect of the past year. There were three articles. The first provided a full account of the Paris Aeronautical Exhibition; the second was a survey of aeroplane design and construction; the third an examina tion of the flying machines of the Wrights and Voisin done by F.W . Lanchester, the famous British scientist. PARIS EXHIBITION - The Paris Aeronautical Exhibition, which was the first in France and the second in the world opened on December 24, 1909. Though presented as an adjunct to the Annual Automobile Salon, it was the 16 flying machines on display that drew the largest crowds. Among the machines shown were Ader's A vion No.3 and the Voisin designed for Henry Farman known as the "Farman I". Other machines included the Delagrange and the Bleriot biplanes, the latter a three-seater. Monoplanes 6 SEPTEMBER 1990

included the Bleriot, R.E.P. and An toinette. Breguet exhibited his aeroplane-helicopter and the Wright Flyer with which Wilbur Wright was touring Europe also appeared. The editor lamented the short term that the Salon was open to the public, 'To anyone already interested in the ex perimental side of the problem of flight it may readily be believed that the show is all too short a time for even such a small number of machines to be studied in detail, especially as it is not customary for Englishmen to spend their Christmas holidays at exhibitions." The editor presented the argument that the flying industry was already born, even though not generally ac knowledged by the pUblic. "It is not alone in the fashion of complete aeroplanes, and in the designing of light engines that the present Salon has developed an industrial aeronautical side. There is even stronger proof of our contention that the industry is born, in the fact that there have already sprung into existence some firms who are devoting special attention to the making of parts. Propellers, frames, radiators, and surface materials are among the 'pieces detache' appertaining to flight." AEROPLANE DESIGN - In the article entitled "Aeroplane Design and Construction" the first issue of FLIGHT

examined various details of the aircraft shown at the Paris Exhibition. Of the 16 aircraft at the show, nine were monoplanes, five were biplanes, one was a tandem wing and the last a biplane-helicopter from Breguet. The engines for these aircraft ranged from two to 16 cylinders and ran from 17 to 50 horsepower. The most popular en gine with six installations was the 50 hp, eight-cylinder Antoinette. Wood was the favorite material for the framework of the machines and at this early time in the development of the airplane, two firms at the exhibit were specializing in the manufacture of hol low wood beams and struts. Only two machines, the very large Breguet biplane-helicopter and the R.E.P . (Robert Esnault-Pelterie) had steel tube frames . The most popular covering material for the surfaces of wings was Egyptian cotton treated with rubber and manufac tured by the Continental Tyre Com pany . The Bleriot No.9 monoplane used a vellum-like paper covering, the Bayard-Clement monoplane was covered with varnished silk and the An toinette used varnished linen. WRIGHT AND VOISIN MACHINES - The third article in the first issue of FLIGHT was by famous British scientist and aerodynamicist,

Paris Aero Salon - Voisin biplane built for Henry Farman.

F.W. Lanchester. He examined some of the different characteristics of the Wright Brothers' Flyer and the Voisin Delagrange biplane. Lanchester con sidered the Wright and the Voisin the most successful types of flying machines at the time. He had examined them both and seen them fly in France. In the fall of 1908, Wilbur Wright's longest flight was approaching two hours and Henry Farman in a Voisin had flown close to an hour. Lanchester wrote, "The first point to which we may direct our inquiry is that of the difference in weight; the Voisin

machine is 40 percent heavier than that of the Brothers Wright. Since the pas senger accommodation of the two machines is identical (two people), it might be supposed that the less weight of the Wright machine is a definite ad vantage. "There is, however, one feature in which the machines differ, and which is unquestionably responsible for much of the difference in weight. The Voisin machine is fitted with a 'chassis' with four wheels mounted to swivel freely, this being an essential feature of a well designed alighting mechanism; the

front wheels are provided with a spring suspension to diminish the shock of landing on rough ground. The Wright machine has no such provision but pos sesses instead a pair of wooden runners of comparatively little weight." After calculating the effective horse power of both machines and the effec tive pitch of eac h, Lanchester determined that the Wright design was the more efficient of the two. "It would appear that in addition to being considerably less efficient in its screw propeller, the Voisin is also slightly less efficient as a glider, that is

Voisin-Delagrange biplane VINTAGE AIRPLANE 7

JANUARY 2, 1909.

MECHANICAL FLIGHT.

PROGRESS OF

DELAGRANGE (biplane).

PROGRESSIVE RECORDS. following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight: THE

Date.

Aeronaut.

Place.

Distance or Time.

16 Mar., 1907

Bagatelle

Issy"

1;'8

to '

1 Ader . ,. "'114 Santos Dumont 22 .. .. 14 .. .. 24 13

Issy "

I'j J;~., I~8 21 Mar. , 1908 10 April, 1908 1J"

27 May, 1908

" .. 30.... Mit'an 22 June, 1908 Gand Ilen:;' Farman 6 July, 1908 Delagrange ... 6 Sep., 1908 Issy Fort Meyer Orville Wright 9 "

10 "

.. .. II •

,I2

Auvours Wilbur W:ight 21 " .. Le Mans ... " 18 Dec. , 1908 ..

Wilbur Wright holds the record for passenger flight, having carried M. P. Painleve for Ih. 9m. 455., and covering a distance of about 80 kiloms. at Auvours on October loth.

accompanying table gives the performances which have been made by the most prominent aviators of the last few years : TilE

~D._uralion./. ~istance._ . .

ADER.

14 Oct., 1897

... / Satory

...

Aug. , !906 ... 1 Bagatelle Sept., 1906 ... .. Qct., 1906 Nov., . 1906 .. .

Few metres " 50 metres 60 '0 82'6 " 220

0 211

SANTOS DUMONT (second biplane, with rear rudder). 17 Nov., 1907 ... IIssy .. ,

.. . 1

120) metres

SANTOS DUMONT (monoplane). 21 Nov., 1907 .. . 1 Bagatelle

... 1

I 145 metres

... / Tssy .. . :: : 13a g::elle

· .. 1

5 metres

... /

6:>

DE LA V AULX (monoplane) 18 Nov~, 1907 ... : St. Cyr ... ! 1 60 metres 8 SEPTEMBER 1990

Bagatelle

12 ' 5

200 metres+ 24 ' 727 kms.

o 29 53} 030 27

".1

30 metres

I~s}:'

6 Aug. , 1907 17 Sept. , 1907 I Dec., 1907 4 6 17 J~~e, I~8 29 " 4 July, 1908

6 "

21 Oct., 1908

'So

143 186

o o

T~ury

200 metres 600 .. 600 700 .. 6 kiloms.

5 47 8 45

7 kiloms.

,,!

FARMAN (biplane). Issy 15 Oct. , 1907 .. 26 30 Dec. , 1907 13 Jan. , 1908 21 March, 1908 ... Ghent 29 ,t " 2 June, 1908 " 6 July, 1908 " 29 Sept . , 1908 Chalon~ 0

285 metres

77 1 I

•

1' 5 kilo ms. 2'004 .. 138 metrest 1' 24' kms.+ 19 ' 7 39 41 40 ..

043 0 o 44 3 2 o 4 0 2 o 17 0 27 .. Height pr ize, 25 metres

28" 30

o 20 19R o 42 0

2 Oct., 1908

,,+

ESNAULT-PELTERIE (mon oplane). 19 Oct., 22

1907

::'113:',c

:::

.. 27 8 June,

1~8

:::

:: '

(first flight) 30 metres

ISO

1 1'2 kiloms .

WILBUR WRIGHT (biplane). 8 Aug., 1908

I I unaudieres ...

3 Sept., 1908

Auvours

5 .. 10

16 21" 25

" ..

28"

3 Oct. , 1908 6 .. 10"

Le'Mans

18 Dec., '908

VUIA (monoplane). 8 Oct., 1906 . Mar. 1907 17 July, 1907

0 15 25

Milan

Turin...

Issy ..

5 April, 1907 July, 1907

s'l 300 metres

h. m.

SANTOS DUMONT (biplane, rudder in front). 2Z 14 24 13

INDIVIDUAL PERFORMANCES TO DATE.

_ _ _D_a_t_e_._ _ --'---_ _ _I_'_la_ce_._ _ __

.. ..

BLERIOT (monoplane).

2' 5 3'9 2 5

Rome

22 June, 1908 9 July, 1908 6 Sept., 1908 17 "

. Rome

Oct., 1897 Aug., 1906 Sept. ,1906 Oct., 1906 Nov., 1906

1'5 kilums.

21 24" , 10 April, 1908 II

Satory Bagatelle

27 May, 1908 300 metre, Few seconds 7- 8 metres 50 metres 60 metres 82 '6 metres 220 metres 363 metre~' , 403 metres 771 metres . 1' 500 kiloms .. . 2'004 kiloms ... . 2 ' 5 kilo ms. '3'925 kiloms . .. . 5 kiloms. 9 kil oms. 12'5 kiloms. 17 kiloms. 197 km s. (20m . 19' .) 24 ·727kms. (29m. 535. ) 57m. 3 15. Ih. 2m. 305. Ih. Sm. SiS. .. . Ih. 10m. 50S. ... I h. I Sm. 203. ... Ih. 31m. 255. ... Ih. 54m. 22is.

10 metres 200 600

o o

3 43

o 6 56

o 8 13~

o 10 40 o 19 481 o 2' 431 o 39 18f o 2 20 t I 31 25~ ' '' 1 0 9 I ~ o " 35 + o 55 37H 1 4 261+ 9 45lt , 54 22~

FERBER (biplane). 12 19

Au~. ,

1908

:: . / ...

I~~y

... /

" ',

First flight. I256 . m e tr~s

i 50 0

Paris Aero Salon - Front view of Ader's "Avion No.3".

to say, its gliding angle is not quite as good as that of the Wright machine; the machine is aerodynamically less effi cient." The Wright Flyer also appeared to be the more practical. In the fall of 1908 in Europe, Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours. Also, the design was very popular, with 15 aircraft either com pleted or under construction in France by January 1909. Under the heading "News of the

W ee k" th e iss ue had se ve ra l sho rt entries of current note. For instance; "Wilbur Wri ght does not like the co ld weather (in northern France) . Very soon now, however, he will migrate to a warmer climate, for it is expected that he will start for Pau (southern France) late in January." "It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour." "With th e o bj ect of asce rt a ining

whether the wo rki ng of wireless teleg raphy from a irships wo uld in any way prove a so urce of da nger to the oc c up a nt s, th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments. Apparently the results have been entirely satisfac tory, and saw that no danger need be anti cipated. " By the end of its first yea r, FLIGHT publi shed mo re th a n 800 pages of cove rage o f th e Euro pea n avi a ti o n scene. Gl anc ing over the pages, one ca n see the phenomenal growth of aviation ill Eu ro pe in 1909 .•

Second Englishman to Fly - J.T.c. Moore-Brabazon VINTAGE AIRPLANE 9

by Norm Petersen

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE, Garland Bernhardt of Baudette, Min nesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028, SIN 54-1672) . Purchased from military surplus, the Beaver was totally restored and modified by Wipaire, Inc. of Inver Grove Heights, Minnesota. Equipped with a set of new Wipline 6000 floats, the Beaver has an ex tended cabin section, new cabin windows, seating for eight people and large storage lockers in the

floats. Wi th a majored P&W R-985 up front, the new Beaverwill haul a 1,700 pound load with ease and cruise at 103 knots. As Garland says, "It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness." Since receiving the modified 1954 Beaver in 1987, Garland has flown it some 1,700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario. This winter the engine will be replaced with another freshly majored R-985, ready for the spring fishing season once again.

In the past 25-plus yea rs, Garl and Bernhardt has log ged over 12,000 hours in conjunction with his resort and charter business with the majority of his hours on floats. It all started in the early 1960s with a J -3 Cub on 1500 PK floats. I strongly suspec t his experien ces over all these years and hours would fi lIthe pages of a rat her la rge book (The line fo rm s on the kft)' We wish to thank Garland and hi s wife, Ma xi ne, for se nding us th e phot os and story of the deHavilland Beaver, N902R. It is another case of a classic a irplan e c10ing it s job every summer without fuss or fanfare . •

Fresh from military surplus, the Beaver is completely d ismantled and checked for corrosio n before the re build begins. 10 SEPTEMBER 1990

New interior features new instruments, new avionics and a pleasant paint scheme. Note throw over yoke, common to Beavers. Toe brake pedals look a bit superfluous on a floatpane!

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior. Note dual windows over extended baggage compartment and larger baggage outside door.

The finished Wipaire Beaver waits at Garland Bernhardt's dock on the Rainey River for the next load of fisherman. VINTAGE AIRPLANE 11

~()r-m

Veter-sen

This pretty tan and brown Beechcratt Staggerwing, N1174V, SIN 6892, is a 017-5, built in 1944 and completely restored in 1988 by its owners, John and Marianne Mihalka (EAA 85112, AIC 1027) of Carmen, Idaho. Photographed over Wild horse, Nevada , by David Dunbar, the pristine Staggerwing features a zero-timed 450 P & W & prop, new wood, Stits covering and finish , new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer. The panel sports a King rad io package complete with IFR certified loran and HSI system. In addition , and S-Tech autopilot is awaiting certification . The interior is all leather including rug and headliner! In short, this is one complete airplane!

12 SE PTEM BER 1990

This 1953 Cessna 180, N180RW, SIN 30574, is the proud possession of Rob Westcott (EAA 356828) of Pontiac,

Michigan. Built near the tail end of the 1953 production as N2273C, the 180 was delivered to Buffalo, New York

to its first owner. On Father's Day of 1988, Ron bought the Cessna from the estate of the original owner. It had 1061

hours total time on aircraft and engine.

Ron spent the summer of '88 re-doing the aircraft and polishing the exterior to a b right shine. He has since flown

the Cessna to 18 different states and Canada, putting abut 250 "very pleasant" hours on the machine. In short,

Ron Westcott really enjoys the 180 and as you can see, it shows!

Bob and Lori Kitslaar (EAA 97283, A/C 4095) of Luxemburg , Wisconsin kindly sent in these two photos of their Stearman N4784V, SIN 75-5434, which they have been rebuilding for five years. Beside refurbishing the fuselage , they fabricated all four wing panels from scratch plus a new center section! The best part was when all parts were assembled - they fit! Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin .

VI NTAGE AIRPLANE 13

On August 26, 1989, Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala, Florida. What followed was one of aviation's unique honeymoons, covering the country in a Vintage Ryan sew. Tracing the map at left, you can follow the couple's route as they flew from Florida around the United States and back again. This issue's cover photo and the photo collage on these two pages were all taken at EAA Oshkosh '90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward, the honeymoon is just the beginning.

HONEYMOON

RYAN

When Dirk and Donna Leeward were married, they

flew off on their honeymoon in a Vintage Ryan sew.

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON

This New Jersey beauty is exactly what he wanted in an airplane. by Wallace Murray

Durin g my flying career I have owned a clipped-wing Cub, a PA- 12 and a PA-16, among other airplanes. The Cub, of course, is extremely limited in what it can be used for, except what it was meant to be used for. That, of course, is training. I had the PA-16 next and enjoyed many hours of flying in it. I also got my commcrcial pilot's license in the PA - 16. But the stick was in the way, I didn't like the gas tank in the fuselage, and I thought it needed more power. Some years later I acquired the PA-12 that I hac! completely rebuilt for a customer many years before in my early days as <1n A&P. The grade-A fabric was still testing good and I did a top overhaul on the engine, painted it, and flew it many hours over the next fOUf years. I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane. Also, I wanted my pas足 senger to sit alongside of me. I finally sold the PA-12 for virtually peanuts, with the fabric still testing okay . Little did I know the asking prices that PA-12s would command. Over the years the Piper PA-20 has always held a special interest to me. First of all, I just liked the way it looks - like a big radio controlled model, perky and cute as a button. After 14 years without an airplane, a little more time on my hands, and a two-and-a-half car garage equipped as a shop at my house, the time seemed right to start looking for that PA-20 I always wanted. This was one classic Piper that I always thought did not need many changes. Four place, control wheels, fuel in the wings, balanced controls, flaps, ade足 quate power - and it just looks nice. I began looking in Trade-a-Plane, not yet knowing about the Short Wing Piper VINTAGE AIRPLANE 17

Club, when an airport breakfast conver sation revealed a PA-22/20 that was about to be put on the market. It was in Lancaster, Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it. He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding, mountain climbing and pole vaulting. I drove out to look at Piper PA-22, serial number 5557. It was manufactured in 1957 and converted to a taildragger in 1979, was complete and airworthy but it needed a lot of T.L.c. It had a low airframe .time of 1,400-plus hours and about 425 hours since major on that 150-hp engine that I wanted, standard on the PA-22 but not on the PA-20. Also, I have been told there is about two inches more shoulder room in the Tri Pacer than in the Pacer. We made a deal almost immediately and I bought N136JM on August 21, 1987 and flew it home to Cross Keys Airport in New Jersey. What a thrill that solo ride was. I finally had my Pacer. Between August 1987 and November 1987, I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would. The airplane flew great, but I had plans for it that winter. Actually, there were a few

18 SEPTEMBER 1990

problems. The engine was leaking oil from the dry seals and living in the Northeast Corridor, the single 360 chan ne l Bendix radio forced me around, under and over the TCAs that overlap in my area. Besides that, I didn't like the color. I had decided when I bought the airplane I would fabricate a new instru ment panel, upgrade the radios, put in a new interior and paint it. Winter 1987 88 was the time. November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours. I put the fuselage, on its gear, in the garage and hung the wings from the ceiling. I bought an additional outside tool shed and put all the rest of the pans in it. Even when you have completed one of these projects before, you just can't remember how labor intensive they are. I guess it's just one of those mental blocks where you put all that pain and aggravation out of your mind. Every time I would open something up to reach something else, I would look in and find a big problem that had to be taken care of. As soon as I got the airplane home, the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places. It passed with flying colors. There just was no

sense to rip off that kind of fabric and recover the airplane, and I had already cut out enough work for myself. Aside from th e e ngine which rece ived a very complete to p overhaul, reb uilt magnetos and new harness, the bigjob was th e new instrument panel. I left the border and cut out all the inte rior. I made an overlay panel, first on cardboard, then out of 1/16 - inch plywood and finally out of .063 aluminum. When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems. You can't cut tubing back there to make it fit. It wasn't really that tough, though; I used the first metal panel that I made . I covered the panel with a type of for mica that is used on the cabinets of a Learjet 55. The doors were in pretty bad shape and needed a lot of work and a new front door lock. No small problem. I insu lated the doors with T45093, meeting F.A.R. 25.853B. The relatively low aircraft time was a blessing as far as sheet metal was concerned; but I still farmed out some repair and welding on the nosebowl. After getting prices from vendors on those cowling pieces, it doesn 'ttake long to see you can do some extensive repairs and still come out ahead. I made the repairs to the flat

pieces of cowling myself, as well as replacing almost all the fairing, i.e. wing-to-fuselage and gear-to-fuselage, etc. I replaced all the side glass, which later crystallized when I painted the fuselage, apparently by the l20-degree F. baking ovens. The glass had to be replaced again. I did all the silk screen work myself by simply using "Rub-On" type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them. I didn't want to use any kind of stick-on placards on the instrument panel, so I had it engraved and filled in the letters with a white china marker pencil. By early spring of 1989, I was begin ning to see the bottom of the barrel and the heavyweight, complicated work was about done. Now it was time to make up fairings, strip paint, and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper. Apparently the rebuilders of 136JM had used the brush more than they used the spray gun. Even though I did a lot of sanding, when the shiny Irnron went on, the brush strokes showed up more than I would have liked. I did the prescribed Maule test on the

lift struts and found them to be airwor thy . I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service. I think with any aircraft of this type, the key question is, was it han gared all the time as 135JM was? If it was, you have eliminated most tubing and strut problems. However, struts should also be completely stripped of paint to check the leading edges. At the end of the 1989 summer, I towed the fuselage to Cross Keys Air port and into AI-Ron Avionics Shop for radio installation. These guys know Narco radios from the Super Homer for ward and will do all they can to satisfy a customer. I installed a new Mark 12D, a new Narco LRN 840 Loran C, a new David Clark Iso Comm, a new ACK-A 30 Blind Encoder, a used King KT-76 transponder with a new face plate and a marker beacon receiver. With that finished, I pushed the airplane about 300 feet to John's Upholstery Shop. There are a number of shops that provide ready-made inte riors around the country and there is a very famous one near me in Pennsyl vania across the river. However, anyone who has done much rebuilding

would recognize one of these off-the shelf interiors immediately. What I wanted was a custom interior and John provided that in spades. He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job. In the meantime, parts have been trucked back and forth to Lanzetta's Body Shop in Turnersville, New Jersey near the airport. The owner, Roy Rosenthal, is a pilot whom I met some time ago when he fixed a dented fender on my car. When he found out what I was doing, he offered to paint my airplane for me. What a pal! When the painting was completed, the aircraft was reassembled and pushed over to Al Lewis' Air Service for weighing and relicense. All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries. I started up 136JM on December 10, 1989; it ran like a champ and to my amazement, everything worked. I'm looking forward to some happy hours of flying in this little airplane that I wanted for such a long time. And as far as I am concerned, it's just the way I wanted it. . VINTAGE AIRPLANE 19

Tom Hull's Classic Grand Champion Cessna 195.

EAA aSH Robert Gillman's rare Meyers 145 was at EAA Oshkosh '90, hidden in the North 40 camping area.

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee.

KOSH '90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930's style.

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Bud Dake's Monocoupe 90Al

Flying Out To Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief ...

. .. and struts his stuff.

Every year at EAA Oshkosh, the Antique/Classic Division informally flies out to Shawano, Wisconsin , due north of Oshkosh about an hour's flight in a Cub, to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in. This year some 30 aircraft and their pilots provided the day's entertainment for the residents of Shawano and had themselves a good time in the bargain.

Before he could disembark from his Culver, this pilot was crowded with interested onlookers.

VINTAGE AIRPLANE 23

TAILWHEEL TAMER by Joseph Angelone

24 SEPTEMBER 1990

his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (ex perienced in my Bellanca Cruisair) tran sition to my Piper PA-20. I recently dug this up at the request of a friend of mine. It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat). Some of it is general and applicable to any airplane, and some of it is very specific to the PA-20. These specific areas may need to be modified for other applications. I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft. I haven't learned to walk on water yet, so I am sure there is room for debate on some of what I have written. If thi s does no more than cause thinking and discus sion, it has been worthwhile. 1. General In the PA-20, as in all aircraft, a good landing is much easier to make from a good approach. When landing under any conditions that might tax your skills (such as short runways, narrow run ways, over obstacl es, at night or in

c rossw inds), be particularly insistent upo n hav ing a s tab ili zed approach. Thi s means establi shin g yourself on ap proach speed with a good glide slope and steady power setting (except fo r min or adjustment s ). Any of the follow ing conditions shou ld demand a go around: low, dragged in ap proach; hi gh fa st approach; slow approach; failure to remain lined up with the runway center line; inability to estab lish a consistent crosswind correction (except for gust corrections). Don't expect to get yo ur act together and land at the last minute.

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condi tions. 2. Key Position, Final Approach The position from which the final descent to land is initiated is the most important key to a good approach. Regardless of the type of pattern flown; i.e. straight in, rectangular, 360 degree overhead, or base leg entry, this position is fairly constant for given winds, air density, aircraft configurations and weight. There are other important points in your landing pattern, but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task. The final approach key position should be reached on approach speed, in the land ing configuration, and with control for ces trimmed. This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach. There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed. A properly set up final key thus leaves the pilot with a minimum of tasks; Le. minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component. Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing . Where is this final key positon? A good altitude number is 300 feet above the ground. Starting your turn to final without flaps at 400 feet will place you close to this altitude. If flaps will be used on final, then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posi tion. The other factor in the key position - distance from the landing spot will depend upon variables such as winds, density altitude, aircraft weight, flap usage and power used during ap proach. The distance will be deter mined by experience and judgment. Correct distance will satisfy the other requirements addressed earlier in this paragraph. 3. Slips You will find that the Pacer slips very well and will run out of aileron far before it reaches full rudder deflection. Slips are very effective, with or without flaps, for losing altitude on [mal ap proach. Slip entry should be smooth. 26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll. Recovery s hould be smooth and well above touch down to allow for re-establishment of glide at titude before the flare. This last point is critical; late recoveries may result in a bleed-off of speed, as a properly ex ecuted slip is slightly nose high, and the nose must be lowered to re-establish glide attitude during recovery. Late recoveries tend to leave the nose high and allow the speed to bleed off exces sively . This establishes a hi gh sink rate

at about the flare point, and a hard land ing or a severe bounce may result. 4. Flare and Touch Down The flare for landing initially requires very little elevator force, even with the center of gravity near the forward limit. With aft c.g., over-rotation will result unless a very light touch is used for the initial flare. The initial flare is that movement necessary to stop the sink rate or glide. This leveling should be smooth, not abrupt, and end just above the runway. If you watch the runway too closely over the nose, the flare will be high. Looking too far down the run

way results in a late flare and hitting the runway before the glide is checked. Alignment with the centerline is con trolled by using the rudder to keep the nose pointed at the far end of the run way. As the glide is checked, smooth continuously increasing aft pressure is applied to hold the airplane off the ground. As the nose rises and blocks your straight ahead view, you must ad just your visual perception to include the runway boundaries that are visible on either side of the nose. Concentrat ing on your side will result in landing on that side of the centerline. As a three-

point attitude is reached and the airplane contacts the ground, full up elevator should be reached. The elevator must be full up against the stop at forward c.g. With aft c.g., the elevator need not be full up to achieve a three-point attitude - but it must be brought full up imme diately after touchdown or the tail will bounce during the roll out. Relaxing elevator pressure on any roll out will result in the tail bouncing. Application of full up elevator will immediately stop the tail bouncing. Once on the ground, the steerable tail wheel is your most powerful means of directional control,

except for adding throttl e. Therefore, it is imperative that the tailwheel be kept firmly on the ground during rollout. Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side. This is particularly likely to hap pen at night as you may see more run way lights on your side than the opposite side, and thus tend to use them more for guidance. S. Aileron Control The elevator force necessary to com plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron pres sure that you may unintentionally exert. Therefore, it is imperative that your at tention span include roll attitude and not be limited to pitch attitude alone. The ailerons must be used to maintain the desired wing position - level for no crosswind, into the wind for crosswinds, and into the tum when making large directional corrections on the runway during roll out. The ailerons are very effective during roll out - any uninten tional application will roll the airplane, thus making it imperative that your at tention span include roll attitude. 6. Crosswinds The Pacer's narrow ma in landing gear and high wing cause it to heel over in a crosswind. The rudder is highly effective, however, and easily offsets weathervaning if properly used. There fore, unlike some aircraft in a crosswind, weathervaning is not the problem; but being blown to the downwind side of the runway is. There fore, the airplane should be landed on the upwind half in crosswinds, using the slip-into-the-wind technique. After touchdown, the upwind aileron must be kept up to hold that wing at least level, and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached. Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out. Directional control must be maintained with the rudder and tailwheel. Always plan your touch down point on the runway to allow ample distance for a go-around . Ap plication of full throttle and proper con trol usage will pull you out of any directional control problem if done promptly. Do not fight a deteriorating situation - go around. Do not use brakes to correct a directional control problem on the runway unless your speed is very slow. A go-around is al ways the best answer if you have ade quate runway and obstacle clearance room. Use of brakes can easily pitch the airplane onto its back at modest speeds. If brakes must be used, keep the elevator full up to aid in holding the tail down. A final word of caution, limit your crosswind component to about five mph until this can be handled with precision. You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph, so avoid these. Plan all flights with winds in mind; and have alternate landing fields, runways, or 28 SEPTEMBER 1990

cross runwa ys on sod alternates avai l able unless assured mild winds prevail. Do not accept wind reports as accurate information. The onl y accurate wind information would be that measured at the touch down poi nt at the moment of touch down - which usually is not available. But, your experience with the amount of slip (and thus crosswind) that you have handled before is yo ur best measu re of the crosswind ex isting for yo ur landing . Learn to recogni ze the amount of slip you can handle with con fidence, and insist upon establishing your slip into the wind early during your

"IF YOU BOUNCE BADLY, GO AROUND." final approach so that you can assess the wind conditions. Remember, winds may decay as you get close to the ground during flare, and thus change your slip requirements. Gusts must be responded to if your flight path is to be maintained. Strive to never touch down in a crab or drift - the c.g. being aft of the main gear will cause a diverging swerve, contrary to that experienced with nosewheel aircraft. If you touch down while drifting downwind it could raise the upwind wing. 7. Wheel Landings The Pacer is difficult to wheel land without practice. Initia l efforts may be more successful using low power and flying onto th e runway at 80 mph trimmed very slightly nose heavy, relaxing elevator back pressure at con tact and then retarding the throttle to idle. Do not push forward on the control wheel. Very smooth wheel contact must be made or they will bounce. It is extremely difficult to recover from this bounce without the pilot's correction being out of phase with the airplane, and thus resulting in ever diverging bounces and decaying airspeed. This is very dangerous as structural damage or loss of control may occur. If you bounce badly, go around. With practice, tail low wheel landings with power off or on can be made very nicely at 70 mph. Why practice wheel landings? They permit touching down precisely when

and where you wan t in gusty winds. Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro ll ed touchdown requirements. When flying in gusty winds, add half th e gust value to you r norma l ai rspeed on approach. This will reduce any settli ng of the aircraft caused by sudden reduc tions in wind ve loci ty. 8. Usc of Flaps Flaps are used to provide steeper des cents over obstac les. They are also used to dec rease land ing roll by reduc ing land in g speed and in creasi ng drag during ro ll -out. Full flaps cause a strong nose-up pitch, which must be trimmed off. Speed drops rapidly once the land ing glide is checked and the fl are must be continued more agg ressively than without flaps in order to get the tail down before to uchdown. Flaps sho uld not be used in strong crosswi nds, as it will be more difficu lt to prevent the upwind wing from risi ng, and the ai rplane IS already aileron limited in this regard. 9. Trim The Pacer has a trimm able horizon ta l ta il , wh ich is significan tly different th an an e levator trim . If one flies an approach trimm ed nose hea vy with a trimma b le e levator, full elevator th row and maxi mum longi tudinal con trol power is still ava il able. The pilot will mere ly have to pull harder to ge t it during flare and to uchdown . If one does the sa me thin g with a trimm able ho ri zonta l ta il , full e leva to r th row is still ava il able, but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been. It is very important to trim to zero forces o n the approach if yo u want adequa te pitch control power, which you will need with a forward c.g. An o th e r important reason to trim for zero forces is to aid in maint a inin g approach speed. A trimmed a irpl a ne te nds to s tay on s peed until control forces are app li ed. When one is holding forces, slight dis tractions tend to change these forces and thus the airspeed. A trimmed airplane and li ght hand o n the wheel will also he lp avoid a te ndenc y to raise the nose s lig ht ly during the last part of the approach as the runway comes up . This te ndency, if permitted, results in speed bl eed off prior to the initial flare and us ual ly a high sink rate land ing and res ulting ge ne ro us bounce again - GO AROUND! .

PASS IT TO

~~1Juck

An information exchange column with input from readers .

by Buck Hilbert (EAA 21, Al e 5) P.O. Box 424 Union, IL 60180

AMATEUR P

ILOTS TRAINING --.:-... __ --.. ASSOCIATION O'U.AHOIo4A CITy. Ot<I.A.

Dear Buck, Enclosed is a copy of a letter I just mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck, July). Sincerely, R.G . Beeler Dear Sir, I just read in Buck Hilbert's column about your good fortune of finding a Wiley Post airplane. Sorry I can't fur足 nish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files. The reason for the brochure's existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it. My logbook shows that I also logged some time in NC 13951. I was in Ok足 lahoma City at the time as part of the refueling crew for a woman's en足 durance flight. I hope the dimensions and general characteristics plus the factory perfor足 mance figures will be of some help to you. If and when you sell this project, place my name on the list of prospecti ve buyers.

WILEY POST AIRCRAFT CORPORATION WILEY POST AIRPORT OKLAHOMA CITY

OKLAHOMA

Sincerely, R.G. Beeler

(EAA 10668, AIC 5561)

VINTAGE AIRPLANE 29

NNOUNCIN9

TJ.I E: AT-C. 561 THE TRAINING SHIP FOR AMERICAN YOUTH 30 SEPTEMBER 1990

THE PAST". We have posters, postcards, videos, pins, airmail cachets , etc. We also have R/C documentation exclusive to this historic aircraft . Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price list. Virginia Aviation Co., RDv-5, Bo x 294, Warrenton. VA 22186. (c/ 11-90)

Where The Sellers and Buyers Meet. .. 25e per word, $5.00 minimum charge. Send your ad to The Vintage Trader, EAA Aviation Center

Oshkosh, WI 54903-2591 .

AIRCRAFT: Yes a 1940 Stinson 10 - This fine old airc;aft $9,500.00 (Canadian). Springhouse Aviation, Box 38, R.R. 1, Widgeon Drive, Williams Lake, B.C. V2G 2P1, 604/392-2186. (9-5) 1941 Culver LFA Cadet - 90 hp. Franklin, 1,800 RR, 118 SMOH . Excellent restoration . Always Hangared, fresh annual. $13,500.00 708/683-3199. (9-1) Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine. Have engine mount and cowling for Ranger conversion, also Ranger engine. 507/263-2414. (9-2)

with your name and a second line of your choice. Send name along with N-number, plane type or be creative . Send $10 plus $1 S & H or SASE for information to Pete's Company , P.O. Box 3002/Suite 218, Agawam , MA 01001-3002. (11-3) Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures. All makes of tube assemblies or fuselages repaired or fabricated new. J.E. Soares Inc. , 7093 Dry Creek Road, Belgrade, Montana 59714, 406/388-6069. Repair Station D65 21 . (UFN) CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famou s "J enny," as seen on "TREASURES FROM

For Sale - Original 1930/40's winged STIN SON logo lapel pin s. Solid sterling silver, 1-1/4 inch span. $19 each ppd. Curtiss Aldrich , POB-21 , Big Oak Flat, CA 95305. (9-1) Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World ! FREE DETAILS Gerard, 3668-VA Hilaire, Seaford , NY 11783. (12-4)

HANGARS: Quonset Style Steel Buildings - Ideal for airplane hangars , equipment , and workshops. Easy to erect and disassemble. Buy factory direct and save up to 40 percent. U.S. ARCH BUILDINGS CORPORATION , National 1-800-527-4044. (-5/91) Airplane Hangars - Save up to 50% on Arch Style Steel Buildings . Factory clearance on 50 x 40; 60 x 60 ; 50 x 50 and others. EX : 50 x 40 arches only $3 ,794.00 Atlas Steel Building Corp., 1-800-338-8457. (12-4)

ENGINES: Engine Parts - for Continental A50, 65, 75, 80 and their accessories - cylinder cases, cams, rods , gears, everything but crankshafts. Send want list to: Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953, call 501/394-1022 (-5/91) Good Used Ignition Harnesses - tested okay. Fuel pumps in boxes.. Rod . bolts in plastic bags . All properly Identified as removed from engines going in for overhaul. Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953, 501/394-1022. ( 5/91)

MISCELLANEOUS: NEW EAA REFERENCE GUIDE - Now in one volume! Covering all EM journals 1953 through 1989. Newly organized, easier to read. MUCH REDUCED PRICE! Past pur chasers : $7 . 50 USD plus $1 .50 UPS/postage, $3.00 Canadian, $7.00 other. new purchasers: $15 USD plus $1 .50 UPS/postage, $3.00 Canadian, $7.00 other. VISA/MASTERCARD accepted . John B. Ber geson, 6438 W. Millbrook Road , Remus, MI 49340. 517/561-2393. Note: Have all jour nals. Will make copy of any article(s) from any issue at 25¢ per page. ($3.00 minimum) . 1910-1950 Original Plane and Pilot Items - Buy - sell- trade. 44-page catalog over 350 items available, $5.00. Airmailed. John Aldrich , POB-706 - Airport, Groveland, CA 95321, 209/962-6121 . (9-6)

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VINTAGE AIR PLANE 33

by George Hardie, Jr.

H ere's another for the air racing fans. The airplane is a refmement of a pre vious product by a well-known designer. The photo is from the Major Sheak col lection via Hardie. Answers will be pub lished in the November 1990 issue of VINTAGE AIRPLANE. Deadline for that issue is October 10, 1990. Truman C, "Pappy" Weaver of New Baden, Illinois had the answer for the June Mystery Plane. He writes: "The racer started life as the Flagg Snyder Special built for the 1930 Cirrus Derby, license R-12040. The racer was destroyed in a hangar fire prior to the Cirrus race. "It again appeared at th e 1933 American Air Races at Chicago, Illinois in July 1933. It had been rebuilt at the Bendix Airport (and Lloyd's garage) Mishawaka , Indiana and was now known as the Butz Special. An inverted Cirrus engine with special crankshaft, no oil rings, was mounted. Normal 115 hp at 1,900 rpm, to 150 hp at 2,800 rpm; 350 cubic inch class; 4 1/2-inch bore, 4 3/4-inch stroke; compression ratio 5.6 to one; weight 288 pounds; metal 34 SEPTEMBER 1990

propeller six feet , nine inches diameter, gas consumption, 10 gallons per hour, oil, 1.5 pints. "Wingspan was 19 feet, six inches; length , 17 feet, three inches; height , four feet, six inches. Wing cord was 48 inches. Fuel capacity, 20 ga ll ons, oil , three gallons. Empty weight was 512 pounds, loaded 852 pounds. Hi gh speed 190 mph , cruise 170 mph , land

in g, 75 -8 0 mph . Best pylon speed at Chi cago was 99.91 mph." Other correct answers were received from Charley Hayes, Park Forest, Il linois; Glenn Buffing ton, El Dorado, Ari zona; Jeff Shafer, Fond du Lac, Wi sconsin ; Wayne Van Valkenburgh, Jasper, Georgia; Lynn Towns, Brookl y, Mi chi gan and Herbert de Bruyn, Bel levue, Washi ngton .•

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