VA-Vol-26-No-12-Dec-1998

EAA Staff

Paul Poberezny

Tom Poberezny

Jack Cox

Golda Cox

H.G. Frautschy

John Underwood

Beth Blanck

Pierre Kotze

Olivia Phillip

Nancy Hanson

Isabelle Wiske

Jim Koepnick

Ken Lichtenberg

LeeAnn Abrams

Mark Schaible

EAA Antique!

Classic Division

Espie "Butch" Joyce

George Daubner

Steve Nesse

Charles Harris

John Berendt

Phil Coulson

Joe Dickey

Dale Gustafson

Bob Lickteig

Dean Richardson

Wes Schmid

Gene Morris

Bob Brauer

John Copeland

Stan Gomoll

Jeannie Hill

Bob Lumley

Geoff Robison

Gene Chase

E.E. "Buck" Hilbert

George York

Steve Krog

Alan Schakelton

Roger Gomoll

David Bennett

EDITORIAL STAFF Publisher

Tom Poberezny

December 1998

Vol. 26, No. 12

Editor-in-Chief

Jack Cox

Editor

CONTENTS

Henry G. Frautsc hy

Managing Editor

2 Twas the Night as the Night/Phyllis Moses

Golda Cox

Contributing Editor

3 AlC News

John Underwood

Computer Graphic Specialists

Beth Blanck Olivia L. Phillip

4 Stear man Magic/ Lauran Paine, Jr.

Pierre Katze

6 Plane Weathervane/ Bob Whittier

Photography Stalt

Jim Koepnick LeeAnn Abrams

Ken Lichtenberg Mark Schaible

Advertising/Editorial Assistant

10 Round Engines/ Randy Sohn Page 4

12 Greg Heckman's PT-22/ Greg Heckman & H. G. Frautschy

Isabelle Wiske

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

17 Tom Trainor 's Aeronca K/ Bob Pauley, H.G Frautschy & Tom Trainor

Presldent Espie "Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 910/393'()344 Secretory Steve Nesse 2009 Highland Ave. Albert Lea. MN 5f:IXJ7 507/373-1674

2 1 Type Club Notes/ H. G. Frautschy

Vice-President George Daubner 2448 Lough Lone Horttord. WI 53027 414/673-5885 Treasurer Charles Harris 7215 East 46"' St. Tulsa. OK 74145 918/622-8400

25 Mystery Plane/H.G. Frautschy DIRECTORS

26 Pass it to BuckIBuck Hilbert

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065 616/624-6490

29 Welcome New Members 30 Membership I nformation/ Classified Ads 32 Antique Classic Mercbandise Page 17

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FRONT COVER ... The Grand Champion Antique of EAA AirVenture Oshkosh ' 98 is thi s outsta n ding Ryan PT-22 restored by G reg Heckman of Dixon. IL. EAA photo by Ken Lichtenberg. shot wi t h a Canon EOS 1n equipped wi th an 80­ 200mm lens. EAA Cessna 210 plane fiown by EAA's Direc tor of Flight Operations.

Joe Schumacher.

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BACK COVER .. . "Section Leaders" is the name of this painting started by the late William Warren. and comple t ed by his twin brother. Frank. Willi am had sketched the aircraft and laid out the painting on illustration board before he passed away . The Grumman F3F-2s belong t o VMF-2. the Marine squadron based at San Diego in 1940. The acrylic painting was select ed as a recipient of an "Honorable Mention - ribbon during the 1998 Sport Avia~on Art Competition.

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Copyright © 1998 by the EM Antique/Classic Division Inc. All rights reserved .

VINTAGE AIRPLANE (ISSN 0091·6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.

Periodicals Postage paid at Oshkosh, WISConsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic DiviSion, Inc. is $27.00 for current EM members for 12 month period of which $18.00 is for the publication of VINTAGE AiRPlANE. Membership is open to all who are interested in aviation.

POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORIAl POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsbility for accuracy in reporting rests entirely wtth the contributor. No renumeration is made.

Material should be sent to: Edttor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 9201426-4800.

The words EM, ULTRALIGHT, FLY WITH THE RRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, EAA INTERNATIONAL CONVENTION, EAA AiNTIQUE/CLASSlC DMSlON, INTERNATIONAL AiEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION, EAA ULTRALfGHT CONVENTION and EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

Gene Morris 5936 Steve Court Roanoke. TX 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne ChicaW·IL60620 312/ 79-2105 John S. Copeland 1A Deacon Street MA 01532 508/3 3-4775

Joe Dickey 55 Oakey Av. Lawrenceburg. IN 47025 812/537·9354

NOrthborOu~h.

Dole A. Gustalson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430

Minneapol~.

Stan Gomoll 1042 90th Lane. NE MN 55434 612/784-1172 Jeannie Hill

P.O. Box 328

Harvord. IL 60033

815/943-7205

Robert UCktelg 1708 Boy Oaks r.

Albert Lea, MN 5f:IXJ7 507/373-2922 Dean Richardson 6701 Colony Dr. Madison. WI 53717 608/833-1291

Robert D. "Bob" Lumley 1265 South 124"' St. Brookfield, WI 53005 414/782·2633

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545

Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724

DIRECTORS EMERITUS Gene Chose 2159 Carnon Rd. Oshkosh. WI 54904 920/231 -5002

E.E. "Buck" Hilberf P.O. Box 424 Union. IL 60 180 815/923-4591

George York

181 SlobodaAv.

Mansfield. OH 44906

419/529-4378

ADVISORS Steve Krog 1002 Heather Ln. Harttord. WI 53027 414/966-7627

Roger Gomoll 321 -1/2 S. Broadway Apt. 3 Rochester. MN 55904 507288-2810

Alan Shackleton P.O. Box 656 Sugar Grove. IL 60554.Q656 630-466-4193

David Benne" 403 Tonner Ct. Roseville. CA 95678 916-782-7025

Phyllis Moses

the ramp.

II=~~:!: was stirring, notandevenoutaonChamp.

Then I heard "Exit at Chartie,H:dhd ':Taxi to parking.

SO up to 1tie offices the coursers they flew,

With loud airplane noise. and st. Nicholas, too.

nlUic:ltm",e

The alraaft were fastened to tiedowns with care.

In hopes come morning, they aU would be there.

The fuel frucb Were nestled. all snug in their spo1s.

He stepped out of the sleigh, but before he could talk. • I had run out to him with my best set ofchocks.

While peak gusts from two-zero reached 39 knots.

And I at the fuel desk. now finally caught uP.

Had just settled comfortably down on my butt.

When over the radio. there arose such a dafter.

I tumed up the scanner to see what was the matter.

He was dressed all in fur, wh.ich was covered witt1 frost

And his beard was all blackened from reindeer exhaust

His breath smelled like peppermint, gone sUghtly stale

Iuld he smoked on a pipe. but he didn't inhale.

He had a broad face and his armpits were smelly, ...

And his boots were as black as a cropduster's belly.

A voice clearly heard over static and snow. ' Asked for clear.ance to land at the airport below.

He barked out his transmission so lively and quiCk.

I could have swom that the call sign he used was "St. Nick."

.:;a..

He was chubby and plump, a right jolly old tool,

And.he kindly informed me that he needed some fuel.

A wink of his eye and a twist of hi~toes,

Led me to know he was desperate to powder his nose.

Away to the window I flew like a flash.

SUre that it was only Horizon's late Dash.

then he called his position. and there cOUld be no denial.

"This is St. N~as One," and "I'm tuming on final."

/

H

I spoke not a word, but went straight to my work.

And I filled up the' sI~h, but I spilled like a jerk.

When what to JflY wondering eyes should appear, A RU)an sleigh, and eight Rotax reindeer.

He flew the approach, O!I glideslopes he came, As he passed all fixes, he called them by name: ~ow Rengo! Now ToIga!> Now T~ni and Bocun!

On Comet! On Cupid!" What pills was he takin'?

Those last couple of fixes left controllers confused, They ~alled down to the office to give me the news, the message tHey left was bath u and dour: "When.5anta lands, could he please call the tower?"

He landed like silk. wI1h the sled runners sparking,

He came out of the restroom with a sigh of relief.

And then picked up a phone for a flight service brief.

And I thought, as he silentfy scribed in his log.

That with Rudolph, he could land in eighth-mile and fog.

,

Next, he completed his preflight. from the front to the rear,

Then he put on his headset, and I heard him yell "Clear!"

And laying a finger on his push-talk.

He called up the tower for his clearance and squawk.

"Straight out on two-zero. the tower called forth,

tt And watch for a Cessna straight in from the North."

H

But I heard him exclaim, 'ere he dimbed in the night, "Happy Christmas to all, I have traffic in sight."

A/C NEWS compiled by H.G. Frautschy

EAA OFFERS 'HANDS-ON' BUILDING EXPERIENCE Adults who want to discover and de­ velop aviation building and restoration skills are invited to receive " hands-on" experience from some of aviation's best artisans during the EAA Wright School of Building a nd Restoration sessions.

There are two sess ions scheduled , Jan .

25-29 and Feb. 1 5, 1999.

The Wright School sessions, formerly known as the EAA Adult Air Academy, will be held at the EAA Aviation Center in Oshkosh with residence at the Air Acad­ emy Lodge. Participants can explore the basic skills of aviation or concentrate on one or more airplane building and restora­ tion topics during the first one-week session. Fabric covering will be the em­ phasis during the second week program.

"The Wright School of Building and Restoration sessions offer much more than a classroom experience," said EAA Avia­ tion Foundation President Tom Poberezny.

"It is an opportunity to share common in­ terests with fellow aviation enthusiasts.

Those who participate learn about the technologies and techniques of building and restoring airplanes. More importantly, the unique learning environment of the EAA Aviation Center creates experiences and friendships that last a Lifetime."

Chuck Larsen, the Foundation 's Exec­ utive Director of Education, explained that classroom and workshop activities are in­ cluded for all participants in the program.

"There is a wide range of activities that can be as detailed as the individual partic­ ipant wants," Larsen said. "That includes techniques such as welding, fabric cover­ ing, woodworking, sheet metal work and composites. We offer participants an op­ portunity to learn under the watchful eyes of experienced instructors."

The first session will emphasize basic aircraft maintenance, building and restoration skills. Air Academy staff will share methods and skills required to suc­ cessfully build , restore, and maintain aircraft. It also follows the Aircraft Builders Conference presented by Alexander Sportair Workshops on Jan. 23-24, 1999.

During the Feb. 1-5 session, partici­ pants will specialize in fabric covering, with a Wag-Aero Sport Trainer used as a

project aircraft.

Luncheons will include EAA staff presentations describing highlights of EAA programs and activities. Four two­ hour workshop sessions each day include a complete overview of basic aircraft building skills.

"In addition to the workshops, partici­ pants will have opportunities to explore the EAA Air Adventure Museum and EAA Aviation Center, as well as become familiar with many of the aircraft and re­ sources available here," Larsen said. "The camaraderie developed between partici­ pants and staff will surely be the basis for many lasting friendships ."

Registration for the EAA Wright School sessions are $800 per person per week. Registration includes accommoda­ tions (double occupancy) and meals, plus all instructional materials and supplies.

The EAA Aviation Foundation's Air Academy programs also offer resident aviation sessions for young people and a variety of internships for aviation students and professionals. For more information on any of the Air Academy programs, call toll free 888-EAA-EAA9 (888-322-3229) or 920-426-6815. You may also write to the EAA Aviation Foundation Education Office; P .O. Box 3065, Oshkosh , WI 54903-3065, or contact EAA's World Wide Web site at www.eaa.org. You may also e-mail the Education Office directly at education@eaa.org.

as "Short Wing Pipers" are being sought by the SWPC (Short Wing Piper Club).

Believing that networking is a valuable tool for many things, the SWPC is asking for anyone who knows of a forgotten, abandoned, out-of-Iicense, hidden-in-a­ garage, behind-a-hangar, etc., short wing aircraft and or parts to let them know of their whereabouts.

As the years go by, the aging fleet be­ comes smaller and smaller. Many times part of that fleet isjust "out of the loop."

It is the intent of the SWPC to keep the present aircraft flying and to get the oth­ ers that are "in hiding" back into the air.

Even if you are not sure whether it is in fact a short winger or parts of one, let them know. They will check out the lead.

Contact them via e-mail at: SWPC@pbm .com or by sending a letter to Adolph R. Svec, 19009 River Road , Marengo, IL 60152-8500.

Check out the SWPC home page at http://www.shortwing.com The SWPC is a not-for-profit organi­ zation for short wing pilots, owners and enthusiasts which has nearly 3,000 mem­ bers in 22 countries. Annual dues are $30 U.S., Canada $30 (U.S.), and foreign $40 (U.S.) which includes six issues of the Short Wing Piper News (160 pages each).

Membership information can be obtained from Bob and Eleanor Mills, 220 Main, Halstead , KS 67056 or e-mail at : swpn@southwind.net

THE CARNAUBA EXPEDITION After a short delay near the start of their trip (a mag was changed on one en­ gine after it acted up) Sam Johnson and his two sons, Curt and Fisk, are in Brazil flying the Sikorsky S-38 replica. The air­ plane has been performing flawlessly, and the crew are continually impressed with the aircraft's capabilities and handling characteristics. In an update posted No­ vember 13, the trio detailed their visit to the Ford Plantation, a 2.5 million acre re­ mote outpost started by automaker Henry Ford in 1928. The plantation was used for rubber production until just after WW-II. It's located 100 miles up the Tapajos River from the village Santarem, Brazil.

You can keep up with the expedition by logging online at www.scjcarnauba.com.

BENNIE ESTES Geo Hindall called to inform us of the untimely passing of Bennie Estes of Sara­ sota, FL. Known worldwide in the antique automotive field , Bennie was also well known to many aircraft restorers for his instrument panel refinishing talents.

"Woodgrain by Estes," as his company was first known, was able to exactly du­ plicate the woodgrain on metal process used in many aircraft and automobiles in the 1930-1950 time frame . Bennie's work, done in modern materials, was far more durable than the old lacquer and enamel based systems of the past, and were indistinguishable from the originals.

Bennie had recently been partnering with Brad Hindallin the process, but we un­ derstand that Brad will not be continuing the business under his name . If we hear of anyone who will be picking up where Bennie left off, we'll advise you here in the pages of Vintage Airplane. Our con­ dolences to Bennie's family and many friends. He had a talent that will not be easily replaced. ...

SHORT WING PIPERS From the SWPC, we have this note: They don 't make 'em like they used to.

Fact is , they don ' t make them at all.

Piper Vagabonds, Clippers, Pacers, Tri­ Pacers, and Colts, commonly referred to

VINTAGE AIRPLANE

3

hat is it about a Steannan? What is about them that brings out the very best in people? Because that is exactly what they do. Time and again. Over and over.

Being around a Stearman and around people who hang around Steannans, it of­ ten strikes me that this is how life used to be. Like when my father-in-law rented the same building for his business for 15 years from the same man for the same amount on a - handshake. Like when I asked my father-in-law if he locked the door to the fannhouse when they went to town . No," he answered, "might be some neighbor needin' somethin'."

In this day and age one can easily get a distorted view of life what with the print and electronic media bombarding

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DECEMBER 1998

you every hour of the day with death, de­ spair , violence , fire, greed and molestations. Good grief! If life was re­ ally like that everywhere, we would have self-destructed as a species a long time ago . Dang it! There's a lot of fine people out there doing a lot of fine things, and a I know right where to go to find them: out to the hangar.

I can go out there , rain or shine, and open the doors where "Rosebud" (that's the name of our Steannan) can be seen by passers-by and soon the visitors come.

Pretensions are left at the door. Always.

Knowingly or unknowingly. I don't know why it happens - it just does. No loud­ mouths. No jerks. No gold chains. Just people: kind, hopeful and polite around the Stearman icon. Perhaps it's the big,

barrel-chested round engine. Or the two wings. Or the long, tall legs. Or the image of the head in the wind. Or the history.

Like I said, I don't know Why. Actually, I guess I really don't care why. I just know that people who come into the hangar are good people. And I know I like that a lot.

It started way back when my partner John Currie and 1 first found our Stear­ man; found it in a hangar where it had been for the past seven years, unflown, with a "O-time" 300 horse Lycoming sit­ ting on an engine stand back by the tail.

We offered the owner a down payment the same day we first saw the airplane.

(Actually, we couldn't even see it very well; it had an inch or so of dust all over it.) The owner didn't want to sell, put both his hands up, palms out, and took two

steps backward when we offered him a check on the spot. His wife did want to sell, however, and she won. I'd feel bad, except that I know if we hadn't bought it, it would still be sitting there, unflown.

The original owner just had too many pro­ jects. " Rosebud" was our only project.

My partner and I aren't wealthy, nor are we very bright - which makes us perfect airplane owners. I went home and told my wife.

"Uh, John and I bought an airplane to­ day."

She was reading a book as I spoke. Her head never moved, but her eyebrows did.

Her eyes then came up to met her eye­ brows as she gazed at me and asked, "You did what?"

With a little les s confidence than I thought I mustered the first time, I mum­ bled, "Bought an old airplane." She went back to her book as she said, "Sometimes you gotta do what you gotta do." Dang!

As MY eyebrows arched, I thought to myself, "No wonder I've loved that woman so for the past 27 years . .."

So it was off to the bank to mortgage the house.

"Purpose of the loan, Mr. Paine?"

With the excited tone of a person about to have a dream become a reality, I stated, "To buy a 1942 airplane that's in pieces and hasn't flown in seven years."

All the banker could muster was, "Oh." I reckon "passion" is just a word in a David Gay's PT-17 Stearman.

dictionary to a lot of bankers; it's not a word they actually use. At any rate, good credit and the prospect of interest being paid overcame the banker's better judg­ ment and I got the loan.

I've digressed somewhat, but from those inauspicious beginnings, the good people came: the sheet metal worker across the way who made a beautiful ­ and I do mean beautiful - stainless steel battery box.

"What do we owe ya?"

To which he says, "Aw, nuthin' .

Maybe a ride someday."

The guy who welded the heat shield: "What do we owe ya?"

He asks, " What's it for?"

We say, "An old 1942 Stearman bi­ plane."

"No charge," he says.

And when we first started the Ly­ coming, the left mag wouldn't ground .

This guy comes out of the gathered crowd and says, " Hey, I believe I got one of them." Off to his basement we go and amongst the magnificent clutter, he does.

We put the "new" mag on and it grounds like it's supposed to.

"What do we owe ya?"

"Nuthin'," he replies . "Just hearing the sound of that 01' girl is good enough for me."

See what I mean. Real People. "Rose­ bud's" friends.

And how about this one? This guy T

don't know calls me from Louisiana. He has film of our airplane that he found in Colorado. "Rosebud's" never been in Colorado. I call my partner. He had flown "Rosebud" to an air show in Eu­ gene, Oregon where several people had taken pictures. From there the picture taker leaves for Colorado and goes hik­ ing and accidentally drops the film on a trail. The guy from Louisiana is in Col­ orado and finds the film and has it developed. He sees the pictures of "Rose­ bud," looks up the tail number, calls me and says, "Nice airplane." Then he sends me copies of the pictures.

Stearman magic .

Like I said, Good people. They get short shrift in the media; decency doesn' t sell. But they're out there, at the hangar where the Stearman is. I get a lot of satis­ faction in knowing that this scene is played out every day, all across America, in different hangars with different air­ planes. There is a lot that 's right with America, and good part of it can be found in small town hangars.

Lauran Paine, Jr. has also published a collection ofover 600 aviation quota­ tions in his book "If Airplanes Could Talk," subtitled "The pilot's book of wit and wisdom. " You can order it from Cascade Publishing, P.O. Box 4598, Salem, OR 97302. The cost is $7.95, in­ ... cluding shipping.

Your Favorite Plane in Weathervane Form

By

BOB

lthough today's weathermen rely on satellites and computers for their forecasts, old fashioned Mleathervanes still appeal to everyone. Their quick and visible reaction to shifting breezes, and often very artistic design, make them attract and hold attention.

Thus it is that even today, hardware and garden sup­ ply stores carry them in stock. Their designs tend toward animals and boats. But, if you're an aviation fan, or just want something different in the way of an atten­ tion-catching weathervane, then why not make your own in the form of a model airplane?

It could be of your own favorite plane, or of some aircraft of historic interest. If you create a nicely made and accurate reproduction of some real airplane, the re­ sulting weathervane can prove to be a strong conversation piece and its value may increase with the passage of time.

It ' s not hard for the average woodworker to make such a model. It's mostly a matter of knowing how, plus reasonable care in workmanship. Start the project by getting accurate plans of the plane that appeals to you.

Visit a hobby shop and look over kits for small rubber­ powered flying scale models put out by such firms as Comet, Guillow and Herr Engineering. Plans for many rare and interesting aircraft can also be purchased by mail from vendors whose ads appear in model aircraft

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6 DECEMBER 1998

WHITTIER

publications. Send $1.00 to Cleveland Model Airplane Co., John J. Cox, P.O . Box 55962 Cleveland, OH 46205-0962 for their plans list. For $3 .00 Golden Age Reproductions, Box 1685, Andover, MA 01810 will send you an catalog illustrating plans for well over a hundred scale models. The two volume set of "Paul Matt's Scale Airplane Drawings," published by Avi­ aiton Heritage and available from Hannan's Runway at 530-873-6421 , has 123 of Paul Matt's drawings ofvari­ ous aircraft. Each volume costs $24.95, plus shipping and handling. Vern Clements has drawn arguably the best Gee Bee scale drawings ever produced, along with other aircraft of that era. You can get a catalog/newslet­ ter from Vern by sending him $4.00 to 308 Palo Alto, Caldwell, ID 83605.

From such plans, you can make cardboard outline templates for the wing and tail surfaces, and side and top outline patterns of the fuselage. It's then a simple matter to rough out the blanks on table and band saws and bring them to final shape with common wood­ working tools.

Most of these flying scale models are to a scale of one-half to three-quarters of an inch to the foot. This re­ sults in wing spans of between fifteen and thirty inches, ideal for weathervanes. The older planes with flat-sided fuselages and untapered wings are generally easier to

build for weathervane purposes than are later types with rounded fuselages and ta­ pered wings. However, if your favorite plane falls in the latter category, don't be discouraged. A little ingenuity com­ bined with some work with a drawknife and plane ought to do the job without any real trouble.

All airplanes have a natural tendency to "weathercock," or point their noses into the wind. It's well to remember that this effect varies from one design to the other. In addi­ tion to vertical tail surface area, wing dihedral affects this tendency. Dihedral is the upward-angling of the right and left wings when seen from ahead. When an air­ plane yaws, the bottom of the wing that is ahead presents a more positive angle to the wind than is the case for the opposite wing, so increased wind pressure there works to­ gether with the vertical tail to realign the plane with the wind. Thus, a World War I Fokker Triplane with no dihedral and a tiny tail might make a sluggish weathervane,

whereas a 1948 Stinson Station Wagon with generous dihedral and rather large ver­ tical tail will weathercock excellently. You can apply this information to any design under consideration and decide on its suit­ ability for a weathervane. If the type of your choice does have a rather small verti­ cal tail, you could enlarge it somewhat and this departure from true scale will hardly be noticeable from the ground.

Don't hesitate to select an interesting antique airplane having an exposed radial engine on its nose. The cylinders may read­ ily be formed from short lengths of threaded rod, epoxy glued into sockets bored in the nose of the fuselage block. Remember that a weathervane is usually far enough from the eyes so that tiny details will not show up. But if you wish to, cylinder rocker arm covers can be simulated with bits of metal brazed to the tops of the cylinders, or bits of wood affixed to them with epoxy. Metal, wooden and plastic rings, copper tubing and brazing rod lend themselves to dupli­

cating exhaust pipes and other details.

Old toys and model shops are sources of realistic wheels. The latter places also sell brass tubing in streamline cross sec­ tion in two sizes that are ideal for wing struts. Wooden and plastic propellers for glow-plug engines are proportioned like real airplane props and many sizes are available. A wooden one will last a long time with a slight modification. Fit a short length of brass tubing in the shaft hole and brass washers on the front and back faces of the hub, and affix with epoxy to form a bushing. Use a round headed brass wood screw as an axle and dab with a trace of white grease.

Various woods are suitable for the fuse­ lage and wing. Try to combine durability with lightness. Redwood is good but tends to crack along the annual rings when used in thin sections such as wings. A layer of fiberglass on the topside of the wing can hold it against splitting. Some varieties of pine are possibilities. Philippine mahogany VINTAGE AIRPLANE

7

works easily and resists weather well, but is a little heavy. On one hand, your model must be light enough to swing easily to breezes. On the other hand , it must be heavy enough not to literally fly off the pivot in windstorms. A light model might require a retaining ring and finger arrange­ ment on its pivot. The trailing edges of real airplane wings are sharp, but on your model leave them about an eighth of an inch thick and round off; this bluntness is not visible from the ground and will resist warping and splitting better.

Study the layout of your chosen airplane to decide the most logical way to make and assemble the parts. A few planes, such as Lindbergh's Spirit ofSt. Louis, have no di­

hedral in the wing, so a simple one-piece wing is feasible. More often there must be one or two breaks at the center for the di­ hedral. From the top side, saw down into the wing to leave only a thin "hinge" of wood at the bottom. Fill the saw kerf with epoxy glue and block up the wing tips un­ til it has set hard. This makes a strong joint.

It can be troublesome to make the lower wing of a biplane in two halves and then try to attach them to the fuselage ac­ curately and strongly. It is better to make two cuts in the top surface where the wing joins the fuselage, put in the dihe­ dral as above, and attach the resulting one-piece wing to a matching arch rasped into the fuselage bot­ tom. The top wing must be quite strongly at­ tached to withstand high winds . After in­ stalling the lower wing, jig the fuselage rigidly in position on a bench, and make a jig to sup ­ port the top wing in proper position . This greatly facilitates main­ taining accurate alignment and fitting and installing the struts.

It is well to run the up­ per and lower ends of the struts through holes The basic materials for an airplane weathervane: model airplane bored in the wings for plans (in this case, the Aeronca Champion plans from a Guillow's the purpose, securing

balsa wood free-flight model) cardboard templates made from the plans, wooden blanks for the wing and fuselage, aluminum tail surfaces shaped on a bandsaw, and brass wing struts, pro­ peller and wheels from a model airplane store. Dark color of the tail surfaces is from the machinist's layout dye applied to alu­ minum to facilitate seeing scribe lines.

them with epoxy.

In the case of some low-wing mono­ planes it will be necessary to make the wing in one central and two outer panels.

If you are dubious about the ability of an epoxy joint to hold the latter well, you can dowel them on, or lower the wing onto a revolving circular saw to make in­ verted V-shaped grooves into which matching hardwood splines can be glued to reinforce the joints. Polyester auto body putty serves very well for making wing-root and other fillets.

The tail surfaces can easily be made of sheet aluminum, preferably about one­ sixteenth of an inch thick to resist warping and bending. A metal cutting band saw makes fast work of shaping them, after which edges can be filed round. Sand bright, coat with zinc chromate primer and then paint. The vertical tail surface will probably need a slot in it so it will slip into the aft end of the fuselage around the horizontal tail surface. Affix both with epoxy glue in the saw slots you will make in the fuselage to take the two sec­ tions. A penny soldered into the slot of a brass wood screw makes a simple yet re­ alistic tailwheel.

Simple vee-strut landing gears are easy to make of one piece of aluminum, sawn to shape and then bent as needed and affixed to the bottom of the fuselage.

Axles may be of welding rod and the wheels can be epoxied in place since they need not revolve . The elaborate landing gear struts found on some older airplanes

FUSELAGEr::;;:­

1\ EPOXY/"

I

BALL BEARING OR GLASS MARBLE

STEEL SUPPORT ROD, GROUND TO A POINT.

\

BRASS OR / COPPER TUBE " NYLON BUSHING

PIPE

TYPICAL PIVOTS

TUBE EPOXIED IN PLACE

Lightening holes can be bored into the aft fuselage and filled with shallow dowel plugs.

8

DECEMBER 1998

Lc

NYLON OR ALUMINUM .... BUSHING, BORED FOR LOOSE Frr OVER SUPPORT ROD.

HARD BALL OR BEARING PUSHED IN END OF BORED HOLE.

SUPPORT ROD

Choose a design well adapted to weathervane purposes.

The Fokker Triplane, left, with a very small tail, will weather­ vane sluggishly. But the Stinson Station Wagon, right, will respond readily to slight breezes, thanks to its large vertical tail. The resistance of the Triplane's three wings might also impair weathervaning.

are readily made of brass rod and tubing.

Make individual pieces long enough so they can be pressed into holes dri lled about half an inch into the fuselage wood.

Affix with epoxy at metal-to-wood junc­ tions and with solder at metal-to-metal connections. File the ends of wing struts to suitable angles to lay flat against the wood, and affix with epoxy glue fillets.

Good balance is vital to achieve a re­ sponsive weathervane. Make sure the left and right wings have the same shape and thickness, especially out near the tips, for appreciable dissimilarity will cause more wind drag on one side than on the other to the detriment of indicating accuracy.

As your model lacks the weight of a real airplane ' s engine in the nose, it will probably be tail heavy. This increases pivot friction . Bore holes of decreasing size in the bottom of the fuselage from the middle aft to lighten the tail end of it, and plug with thin sections of dowel or marine deck plugs glued in.

Invert the model over grass or a cush­ ion. Estimate its approximate balancing point. Using two or three turns, install a small screw eye on the bottom . Tie a string to it and lift the model. Move the eye back and forth as necessary to find the point at which the model balances horizontally . The pivot goes here. It should not be much more than halfway back from the wing's leading edge, other­ wise the weathervaning action may be sluggish . It may be necessary to bore a hole into the nose, insert a lead slug into it, and cover with a wooden plug, to achieve good balance.

Make the upright and the cardinal di­ rection indicators as your fancy dictates.

Your local library may have a book or two on weathervanes from which ideas can be gleaned. Hardware and garden supply stores often sell weathervanes. Get the catalogs and write to the weathervane makers to see if you can buy uprights and

cardinals without the vane member.

Wind and Weath er , a catalog out of Mendocino, CA, 1-8001922-9463 , ad­ vertises in their catalog that they will accomodate "custom" requests.

An accompanying sketch shows three possible ways of making pivots. Suspending the weathervane from a screw eye will help determine the correct placement for The pivot must be let into the bottom of the pivot. the fuselage accurately, lest your model "fly" in nose or tail down attitude or with a list to one side. Place a firm cushion on a drill press table, have a helper hold the model down on it firmly , sight at the model from ahead and the side to make sure it is level, and then bore down into the fuselage .

When installing the upright on your roof, take care to provide a rugged base that will withstand substantial wind pressure. Take care to get the upright perfectly vertical , otherwise the model will want to come to rest pointing away from the low side.

It pays to take time to do a good You'll be the envy of the nighborhood or the paint job . Durability and appearance airport when you take a few hours and build a Curtiss Robin or similar airplane as a weather­ both depend on it. Two coats of primer vane for your home or hangar. you can clearly and two of exterior enamel will result see the tube type of pivot used on the Robin. in a long-lasting and handsome finish.

Marine deck enamel, porch enamel and trim enamel are types of paint formulated to retain flexibility and gloss as OVER SCREWS. the wood comes and goes "'-.., with the weather and changes of humidity. A lo­ cal sign painter can help you with registration numbers TAILWHEEL · and decorative stripes, if you LEAO BALANCE WEIGHTj wish to go into such detail.

As soon as word gets ~~i~ .oO'::'{)LL"'-_!;;;iG~="i\'=" .,..... EIl, wooo ' \ around town about the very SCR' Pi~ ': ~~~:UNEDBRASS realistic airplane weather­ vane atop your garage , vpeople from miles around WOOD SCREWS ' . __ HOBBY SHOP MOOEl AIRPLANE WHEELS. will drive by to get a look at it ... or offer a substantial TYPICAL ASSEMBLY DETAILS price for it! .....

OR EPOXY PUTTY

PENNY SOlDERED IN WOOD SCREW SLOT.

!

:

BRASS BUSHING & WASHERS EPOXIEDTO

,

'_'

_1118 · SHEET ALUMINUM

:

. / BRAZJNG ROD AXl.E

HUBTOTAKEWEAR

..

OR WOOOWORKEAOS WOOD WHEELS

VINTAGE AIRPLANE

9

ROUND ENGINES

By Randy Sohn, EAA 2054

R andy Sohn, one ofthe most experienced "round-engine'pilots within the EAA family, has written this piece highlighting the fact that some knowledge that used to be common to every pilot, especially those trained before and during WW-II, has now become less well known. Our thanks to him for sharing his long term experience with operating radial engines.

After many decades of radial engine operations, there is still confusion that ex­ ists regarding hydraulic lock on round engines. I guess what prompts this article is the questions asked after a Warbird op­ erators meeting. Apparently, these questions were what several people were afraid to ask in a meeting of a hundred or more people. For more years than I care to remember, we've talked about this prob­ lem all over the country (or world, for that matter), and we are still seeing HIGH buck damage to the engines of our as­ sorted aeronautical vehicles . For our antique engine friends , the same thing goes - a bent rod can be very expensive!

Jim Frusz and I discussed this the day preceding the conference and agreed we would re-tackle the subject during the maintenance portion of the first day .

When Jim got to this part, we were inter­ rupted and never really got into it as we intended. The next day we did have some discussion, and that is where I could see evidence of what happens when pilots with flat engine and/or turbine engine backgrounds start operating radials. Us .. . upon further reflection and consideration of the above statement, I believe I'll mod­ ify it and say that I've seen mistreatment of these machines by people whose expe­ rience goes back (w-a-a-y back) to WW-II. So, what to do? Maybe if I include what follows would help to prevent some ex­ pensive engine damage and possibly injury to someone. This is certainly not rocket science information. I seem to re­ member most of it from way back in cadet, instructor or test pilot school. It's probably available in some old musty USAF man­ ual that a pack rat saved somewhere. It was common knowledge when jets were new and props were conventional. But back then, tail wheels were conventional and nuzzles were not. Right? Things 10 DECEMBER 1998

true in looking for evidence of leakage at change, I guess. the cylinder barrel/head interface area. A What follows represents my experi­ loosened spark plug insert also is a tell­ ences along with those of friends and associates over many years. Experiences tale sign of damage.

A total lock (one which stops crank­ of others may cause them to have differ­ shaft rotation) while starting is going to ing perceptions of some points. I hope the reader views this as a form of "hangar fly­ result in serious damage to the engine.

Bad as this seems, given my druthers I' d ing" and will feel free to share his/ her much prefer this happened than what I'll comments or questions. And keep in mind ... I'mjust an instructor pilot, not a pro­ describe next. This would be the case of a partial lockup that wasn't detected (or, fessional writer!

First, we should probably take a look perish the thought, was disregarded and at why this happens. Then, later, we'll considered not particularly important) at discuss how to deal with it. Whenever a the time. The piston meets extreme resis­ tance but isn't completely stopped. radial engine remains shutdown for Then the engine jerks, slightly hesitates even a short period of time , the possi­ bility exists where oil is draining into and completes the start as succeeding the lower cylinders. cylinders fire . The concerned connecting Obviously, the longer the period at rest, rod can have a varying amount of bend the greater the possibility that the amount which will allow the engine to run. What of oil will exceed the combustion chamber we have here is the equivalent of a time volume available at the limit of the pis­ bomb just waiting to fail and the only ton's travel, also referred to as Top Dead question is, when? It would probably take Center (TDC). Upon subsequent rotation a very mechanically-oriented pilot attuned (in a forward direction), as the piston ap­ to that particular aircraft to detect the proaches TDC of the compression stroke, slight difference in sight, sound or feel be­ both valves will be closed. The aforemen­ tween a normally operating engine and this one. And, even if detected, the probtioned oil (liquid) is incompressible and will stop the piston motion. [fthe crank continues to rotate, "somethin' s" gotta give! In many years of association FIGURE 1 with Jack Sandberg at his engine shop, BENT OR FRACTURED ROD we saw two manifestations of this .

Heads were loosened or blown right off the cylinder barrel and, more likely, bent or broken connecting rods (see Figure I) . Before you ever get to the point of flying the thing, a good look at the engine on preflight can tell you all sorts of things if you are acquainted with the particular aircraft you are about to fly. A very close look at the area of the cylinder hold-down studs may reveal either a broken stud or evi­ dence of oil seepage. The same holds

...

o

lem might be blamed on some other me­ chanical reason. Howard Pardue and Doc Christigau come to mind immediately as examples of the above situation in flying the same aircraft often, which few of us can say the same. The failure will very likely take place under conditions of high power and stress such as a takeoff or go­ around, just when you'd least like to deal with it. So, if you're going to have it hap­ pen, hope it bends enough to make it obvious. Then, you won't ever get to the second situation. If you do have it happen, STOP. Don ' t fly it, and don 't let your buddy fly it!

Now, what have we learned over the years about how to prevent the situation?

In the fifties, we had about 160 B-25s at Lubbock. In the sixties, we operated about 35 DC-3 s (Wrights) and about the same number of Convairs on the airline. Every­ one was aware of the possibility and the simple procedure of always rotating six blades with the starter on these engines prior to prime and ignition sufficed. As an aside, on the C-97, we always counted 16 blades first. But this was touted as also be­ ing for lubrication on the R-4360. At any rate, we were taught from the earliest T-6 days and, in turn, taught our students what we were looking for while starting. Prac­ tices vary somewhat among different pilots. It's been fairly commonly accepted that if an engine has been shutdown for 30 minutes or so, check for lock. However, during the process of writing this, I talked to two pilots who had experienced it after only 10 minutes. A word to the wise.

Pulling the blades through by hand is one way of detecting "hydraulicing." What we are looking for here is a feel of sharp or sudden resistance (unlike the buildup of normal compression) to continue forward rotation of the prop. Right here, we should mention a very common problem of un­ trained help from the crowd whose assistance (they only want to help) can cost you, the owner, big bucks! You need to know what hydraulicing feels like, and make sure only you or someone who also knows is involved in pulling the prop through. Don't make a gorilla race out of the process. The best description I can think of is just leisurely walk it through while looking (feeling is really a better word) for a problem.

We need to talk also about the number of people. I've always taught one person on a R-670 through 1340. Two people on an 1820 through 2800. Three people on a 3350 or corncob. If you think more, just get a calculator and figure out the foot

pounds transmitted to the connecting rod ward, I don't know of any way to get it out by that many guys really laying into a 13 of the intake pipe except to suck it out. An foot or so propeller (lever). Jack Sandberg engine shop foreman with years of experi­ could quote you the figure off the top of ence put it in these words: "Don't rotate it his head (along with just about anything backwards or let anyone else do so." Some else). I can't, but r do know he didn't feel that a taildragger probably accentuates want any engines he built and guaranteed this problem due to the installation angle. to be pulled through by hand. He figured IfI knew it had been done, I'd pull a spark he'd rather rely on the starter clutch than plug out of all the lower cylinders, discon­ untrained help in preventing damage. I've nect the other plugs on these cylinders, done it both ways, and both have their pros start the engine and clean up the mess af­ and cons. While on the subject, I just re­ terwards. It'll blap and snort while blowing membered something else . On a four oil all over everything, but ... that's the engine aircraft, don't let people pull object, isn't it? I've only been around once through # I and #2 or #3 and #4, simulta­ while this was done. You don't need to run neously . One engine blade will be it more than several seconds to clear it. descending as the other ones are being Too much trouble, you say? Well, okay. pushed by guys with their heads down. It's your engine, and you can easily calcu­ This got us a petty severe scalp gash on the late the cost of pulling the cowling and B-29 a few years back. plugs vs. the cost of an overhaul. You If you're going to do it with the starter, might even get lucky. John Lane at Air­ I think it should be done one blade at a power Unlimited (208/324-3650) can tell time . Thi s never lets enough momentum you of so me failures he 's seen and re­ build up so as to have to rely on the paired. For those who really want to deal starter clutch. First, mesh the starter and with the above problem professionally, he then intermittently energize the starter, is developing an improved "blowout" plug "bumping" it through blade by blade (rather than the country boy approach we while being alert for any blade jerking to used) to deal with the above problem. The a stop or stalling. original (but now hard to obtain) version You can figure out for yourself the of this plug dates back many years. It tem­ number of blades using manpower or the porarily replaces one spark plug with a starter. For instance, a 16:9 reduction on a check valve which allows the cylinder to B-25 says just over three blades will rotate create suction on the intake but lets the oil the power section through a complete blowout on compression. Honest di s­ power cycle. I'm probably conservative, agreement exists over the need to start the but I usually "bump" an engine through engine. Some people feel that just rotating about six blades and then go to continuous it through with one plug out at cranking starter rpm for another s ix or so. My speed will do the trick, and they could be thought on this last part is that if any oil is right. However , I reall y question if residing in the intake pipe , I might (see enough suction is going to be created at discussion later) suck it into the cylinder at cranking speed since viscosity of the oil that point while still relying on the starter also enters into this whole equation. On clutch to prevent damage. During all the the B-29, a Tech Order requires heating aforementioned, I've been acting as a me­ the intake pipes when dealing with this chanic. After this process , I stop - Continued on page 28­ everything, put on my helmet, harness, whatever to function as a pilot and start the engine.

FIGURE 2 NOW . .. the important part. Let's BENT OR FRACTURED ROD say you detect a lock. Pull a spark plug and drain it. Just hope and pray no one found it ahead of you and, out of your OIL FORCED BY sight and knowledge, turned the prop PISTON INTO backwards! This is the equivalent of in­ INTAKE PIPE serting a time bomb in your engine. As THROUGH OPEN t;.-~=--d INTAKE VALVE Jim Fausz said, " Where DO it GO?" The answer is, the piston pushes it into the intake pipe where it wa its like a "snake in the grass" to be sucked out as the engine starts (Figure 2). Then we're right back to the "somethin's gotta give" situation. Once someone rotates it back­

..

o

VINTAGE AIRPLANE

11

EAAAirVenture '98 Grand Champion Antique

Greg Heckman's

..

KEN UCHTENBERG

by Greg Heckman and H.G. Frautschy

a

eg Heckman (EAA 232210,

Ale 22582) is a stickler for

etail, and his quiet, unassuming manner underscores his willingness to get the job done right. One look at his book ofphotos from the restoration of his Ryan PT-22 shows you just how hard he was willing to work to achieve his goal of restoring a beautiful aircraft, one that would tum heads as people walked by.

Greg put a similar amount of work in writing an article on the restoration of his PT-22, so witllOutfurther ado, here's Greg Heckman . ..

The Ryan PT-22 is a derivative of the Sport Trainer Model 3 (ST-3) series of aircraft. The first prototype, SIN 1000, was built on October 9, 1940. The second prototype, model ST-3KR (Kinner "R" series of engines), SIN 1001, was issued civilian ATC No. 749 on 12

DECEMBER 1998

February 16,1942. The PT-22 aircraft, which was the Army designation, was developed directly from the civilian model ST-3KR. No civilian models were ever produced, all were built for the Army, Navy or the Allies. Ryan built a total of 1,250 ST-3KR series aircraft. These include the PT-21, NR-1, PT-22 and PT-22A. The PT-21 was the first Army designation for the ST -3KR. Early PT-21 's were equipped with the Kinner R-444-3 engine of 132 hp. They had fairings over the landing gear legs, and the aileron counterbalance weights were under the wing. Most of these aircraft were later converted to the PT-22 configuration.

99 PT-21 aircraft were built.

The Ryan NR-l was the Navy counterpart of the PT-21. The only difference was a lockable tail wheel and the paint trim. Ryan produced 100 NR-l aircraft

for the Navy.

The PT-22 "Recruit" was the most common version. Ryan produced 1,023 of this model. They were equipped with a Kinner R-540-1 (R-55) engine of 160 hp. They were very similar to the PT-22 and NR-l airplanes, except there no gear fairings, the aileron counterbalance weights were on top of the wing, and the engine was the R-SS. 250 of these aircraft were field converted to Kinner R-S40-3 (R-56) engines of 160 hp, and were known as PT-22C models. The R-S6 engine was thought to be more reliable, since it was equipped with pressure lubricated rockers. The R-SS rockers had to be lubricated manuaBy. Ryan also developed a model for floats, known as the PT-22A. 25 oC these were manuCactured. They were to be sold to the Neatherlands and painted

with Dutch markings, but the order fell through and all the aircraft were sold to the Army. There was no PT-22B model.

During the early parts ofWW-II, these Ryan aircraft trained approximately 14,000 pilots for the Army and Navy. They were excellent trainers, as they were well built, and durable. The landing gear is notably strong, and was able to take considerable abuse from trainees.

To make the Ryan less forgiving, and fly more like a fighter, the wings were swept back a little more than four degrees.

This gave the airplane a tendancy to stall and spin or even snap roll unexpectedly during a steep, slow turn. These character­ istics also made the aircraft an excellent trainer, and prepared cadets for the more sophisticated airplanes they would soon be flying.

Most PT-22 aircraft were released from the military and sold surplus in 1945. Sev­ eral hundred of these were purchased by civilians and licensed by the CAA. Today, there are approximately 100 licensed PT's flying.

Ryan PT-22 SIN 1859,41-20650 PT-22 SIN 1859 was manufactured on February 5, 1942 at Lindbergh Field in San Diego, CA. It was accepted by the Army on March 18, 1942 and arrived at Sequoia Field in Visalia, CA on March 23, 1942.

Visalia was a civilian school contracted by the Army for primary training, and used the PT-22.

Some of the aircraft's history is un­ known. The Army historical record card shows that it had 578.1 hours on it as the end of November 1942. Between that date and 1944, the Army Air Corps no longer recorded the time on this document. On February 22, 1944, it was released surplus to the Reconstruction Finance Corporation.

It was then ferried to the CAA surplus park at Wickenburg, AZ by the San Bernardino AAF 4126 Air Base Squadron , 554 Air Base Flight.

The civilian life of this aircraft is also a mystery. It was issued the registration of NC53171 , but has been off the civilian air­ craft registration list since 1946. It appears that its civilian life was a very short period of time. When an attempt was made to un­ cover records with the FAA, it was discovered that the records of the aircraft were destroyed by a fire in the 1970's.

The Restoration of PT-22,

SIN 1859 SIN 1859 was purchased from Kent McMakin of Rockton, IL on September 18, 1992. I didn't start the restoration un­

til March of 1994. It was a mostly com­ plete airframe , but did not include an engine , propeller, and it was missing seats, some cowling pieces, instruments, miscellaneous fair ings and many small components. While it was on its landing gear, most of the components had been stripped from it. Most control surfaces were damaged to some extent, requiring repairs. One wing had suffered extensive damage, having a cracked main spar and many damaged ribs . The other wing had been rebuilt, and was reportedly ready for some cover after some assemb ly. It sti ll needed a thorough inspection. Overall , the aircraft and parts were in pretty poor condition.

From the start of the restoration process, it was decided that the PT-22 would be re­ turned to very original condition . Only a few "modern" alternatives would be used, such as the paint and polyester Dacron cov­ ering versus the Grade A cotton. Countless hours were spent researching other aircraft, books, AAF history, etc., in order to restore the aircraft as close to original as possible.

Many smaller and more noticeable details show this such as: • AN 455 brazier head rivets were used throughout.

• Hardware with Type-l cadmium plat­ ing.

• Decals made from original Ryan draw­ ings and printed on water transfer film.

• Original color and graphics layout.

• Aluminum spot welding.

• Accessories such as the baggage com­ partment, flap jack cover, and cockpit coamings made from original patterns using original materials.

• Ryan approval stamps made and used throughout.

• All instruments have original mark­ ings.

• All slotted head screws used.

• Original AN 737 hose clamps and other surplus WW-II hardware used.

• All new surplus FS series Dzus fasten­ ers used.

• The prop was made by Sensenich brothers to original specifications, in­ cluding the color and decals.

Most of the initial restoration process consisted of detailing all the small compo­ nents. Each piece was stripped chemically or by blasting, cleaned, inspected and re­ paired if necessary , and if required, refinished. This process is best done at the beginning ofa comp lete project like this instead of toward the end. Doing this de­ tail work early avoids having to rush at the end and doing sloppy work. In addition this kind of work requires minimal ex­

pense initially. During this process, each piece was researched as to how it should be finished, i.e., primer, paint, natural fin­ ish, what type of hardware was used in its assembly, and any final markings, ifre­ quired.

The control surfaces were also com­ pleted and covered early in the process.

The rudder required the most repairs, need­ ing a new trailing edge, fairing and several lower ribs . All control surfaces were cov­ ered with Poly-Fiber P-l 03 , and finished through silver. Ryan used screws to attach the fabric, which made the covering process go very quickly.

It was debated long and hard on what to do with the aluminum skin on the fuse­ lage. While the skin was airworthy, this restored PT-22 was going to have a pol­ ished natural aluminum finish, and the slight surface corrosion would have made it difficult to achieve a nice finish. There were also several patches from its mili­ tary days that were unattractive. Because of these reasons, it was decided to re-skin the entire fuselage of the airplane . Six 4x 12 sheets of .032, 2024-T3 aluminum with a protective plastic covering were purchased.

The first step in the re-skinning process was to separate the tail cone from the cock­ pit section. The great thing about the whole re-skinning process was that the old skin could be used as a pattern, since it is all made from flat-wrap sheets with no com­ pound curves.

The tail section was re-skinned first. It is made up of three sheets. Each sheet was removed and replaced with the new, one at a time. Doing it this way kept all the bulkheads in alignment and avoided re­ rigging. 3/32" diameter AN 455 brazier head rivets were used throughout (they match the production rivets, unlike the modern-day AN 470 rivet which has a higher head).

The cockpit section was next. It con­ sists of two side sheets and a bell y skin .

The belly skin was left off during the en­ tire assembly of the aircraft. This made standing up in the cockpit and working much easier. Again, all the rivets used were brazier head. Most were 1/8" diame­ ter, but several No.5 and No . 6 rivets were used. Overall, about five months and 200 hours were spent re-skinning the en­ tire fuselage.

The worst part of this whole process was painting the interior. Ryan originally used green zinc chromate. For durability, though, green epoxy primer was used. Af­ ter experimenting with flattening agents, an exact match was made to the original zinc VINTAGE AIRPLANE

13

(above) Sitting on the ground at

New Holstein, WI, across Lake

Winnebago from Oshkosh, the PT-22

is ready for another training mission.

(inset) Greg Heckman, Dixon, IL

(left) The aft cockpit of the PT-22,

home for many a Cadet who wanted

military wings. Greg even managed to find a "Fyr­

Fiter" fire extinguisher at the Fly-Market at EAA

AirVenture to help fill out the cockpit's details.

chromate. The tail cone, as expected, was the most difficult to paint. rt was sprayed standing vertical, and it was very tight quarters inside!

After the cockpit section was sprayed on the inside, it came time to mate it with the tail cone. In order to accomplish this, the front edge of the tail cone had to be crimped to allow it to fit into the cockpit section . This was done with a rotary crimp machine, and when mated together, both pieces fit perfectly, much to my re­ lief! Before riveting these two halves together, the entire fuselage had to be rigged and aligned.

In June of 1995 , an R-55 engine was found in Wisconsin. It was completely dis­ assembled, which made inspection of the parts easy. It was mostly complete, and ap­ peared to be in very good condition. A price was agreed upon and brought home.

14 DECEMBER 1998

There were no logs with the engine, so the total time is unknown, but the nose case is marked with one military overhaul on 1-5­ 44 at 60 I hours. It is believed that this is probably close to the actual time since an AD on the master rod that come out in 1946 was never complied with, therefore, it was probably never used on a civilian aircraft. Most all parts of the engine were also within new tolerances upon inspec­ tion. The only major work that had to be

done was the master rod AD. This was sent out to Al Ball at Antique Aero Engines, and new knuckle pins were installed , complying with the AD. Other minor work included new valve guides, and a valve grind.

The pistons were also modified for a new oil ring.

The Kinner oil ring is notorious for allowing a lot of blow-by due to its poor design. The R-55 has a 5" bore , the same as the Conti­ nental 0-470. Since this oil ring is a much better design, the pis­ tons were machined to accept these rings.

This has been com­ mon practice for years in the Kinner engines.

The pistons and pis­ ton pins were also balanced to within .1 gram of each other.

This really has a big impact on smooth operation of the Kinner engine. The Bendix mags and Holley 419 carburetor were also overhauled at this time.

The next task was to get the fuselage on the gear in order to hang the engine and install all the interior components .

Before this could be accomplished, the stub wings had to be re-skinned. This was also accomplished with .032 , 2024-T3 aluminum. The interior of the stub wings was also painted with the flat finish epoxy primer, and the exterior was sprayed with orange/yellow Aerothane . The fuselage was now able to be set on the gear, and The fuselage cock­ pit section and tail cone, while struc­ turally okay, need­ ed to be re-skinned if the airplane was to be restored to its original pol­ ished aluminum finish. The oxidized surface of the skin would not polish out acceptably.

The baggage compartment is neatly detailed, and like the rest of the fuse­ lage, the door skin was removed and replaced using alu­ minum spot welding.

angle iron was used to temporarily support the gear until the wings and brace wires would be installed. A new firewall was fabricated from stainless steel and riveted in place, and finally, in September of 1995, the engine was instalIed. Many of the interior components were installed next, such as the controls, instruments, brake lines, and instrument lines. All of the control rods and bellcranks had to be fabricated from scratch. For these, as well as many of the other parts that had to be made, Ryan factory drawings had to be ob­ tained from the Smithsonian National Air & Space museum .

This proved to be an invaluable re­ source for these components which are difficult, if not impossible, to obtain. and had to be fabricated.

Most of 1997 was spent redo­ ing the wings. A closer inspection of the wing thought to be nearly ready for cov­ ering revealed a few small cracks and delamination in the spar. Since a new spar had to be made for the other wing, it

The forward 'pit of the PT-22 was the office of the flight instructor, who could keep an eye on the student using the large rear-view mirror mounted on the right side of the glareshield. By the way, the dark area in front of the cockpits is not black, but a very dark green known as "bronze green."

was decided to replace both at the same time. Sitka spruce was purchased and new spars fabricated . The Ryan wing uses wood for the front and rear spars, aluminum ribs and steel drag/anti-drag brace wires. All these metal components

Marty Heckman shows off his dad's handiwork on the completed tail cone, which, like the cockpit section, has been completely re-skinned .

were stripped and epoxy primed.

Poly-Fiber P-103 was used to cover the wings, and it was fmished with Poly-Tone for an authentic-looking finish. Minimal amounts of silver and color were applied.

No attempt was made to hide the tapes or the weave of the fabric, since this would not have been normal practice when the aircraft was produced. National insignias and U.S . Army graphics were laid out by hand according to the Ryan drawings. AlI the other control surfaces were then painted with the same process. The paint­ ing was completed in October 1997.

The remainder of 1997 an early 1998 was spent finishing all the small details and assembly. This included installing the gas tank, exhaust, control cables, and riveting on the belly skin. A considerable amount of time was spent on the cowling. The cowling consists of five nose pieces and four accessory pieces. All five nose pieces and two of the accessory pieces came with the aircraft. The five nose pieces were dam­ aged, but were able to be smoothed out with an English Wheel. Thank goodness VINTAGE AIRPLANE

15

The rugged "knee-link" landing gear of the PT series was meant to take the pun­ ishment of many Army Air Corps and Navy student pilots.

PT-22. In fact, Ryan even has drawings to film. Ryan also used rubber approval show how to accomplish this. The aircraft stamps on different components and as­ also had to be signed off with a 100 hour semblies. These were also accurately inspection prior to the FAA performing a reproduced and used throughout. conformity inspection and issuing the air­ A special thanks to the members of worthiness certificate. The FAA arrived the National Ryan Club, my friends from on May 5, 1998 and after about two hours the Dixon, IL area, and all of my family, of inspection, the inspector blessed the including Cindy, my wife, and my two Ryan with its first airworthiness certificate children, Marty and Melanie. Last but after about 52 years! not least, thanks to Mike Wilson. The The next day was scheduled to be unselfish help of all of these peopl e is the big one - the first flight. Mike truly appreciated.

Wilson, a noted PT-22 and warbird pi­ Greg mentioned he found help in some lot, who incidentally trained in the se of the most unlikely places, such as th e aircraft during WW-II, came from baggage compartment. The lacing clips on Cedar Rapids, IA for the test flight. Af­ thefabric compartment lookedjust like ter carefully checking things over for a shoe lacing clips, so he went down to the good portion of the day and fixing a local shoe repair place and inquired about brake problem, the PT was taxi tested. the clips. Sure enough, they were the same Everything looked good, and Mike type, and the fellow behind the counter at came back and said, " Put the cowling Modern Shoe Shop there in Dixon came on, she's ready to fly ." At exactly 4:30 up with some new ones, and even lent p.m. the wheels left the ground. Mike Greg the tool so he could properly crimp flew around for about a half an hour per­ the clips in place. forming various maneuvers and Greg's attention detail, which earned landings. He came back and reported him and the Ryan the Grand Champion that the aircraft performed flawlessly! I Antique Lindy trophy at EAA AirVenture then crawled in for a few landings and a '98, could be viewed as an extension ofhis checkout. Everything went fine, and I professional life. A mechanical engineer, spent the next day flying solo and giving Greg is the head ofproduct development a few rides after I felt comfortable. at Ray nor Doors in Dixon. Prior to the The remainder of the time prior to Ryan, he had done work restoring North Oshkosh, which was to be it's big debut, American T-28s, and he restored a Cessna was spent doing some final paint work and 140, which he sold to restore the PT-22. much cleaning and detail. The majority of He says he can 't get enough ofrestoring the graphics on the Ryan PT-22 were origi­ old aircraft, and wouldn 't mind doing it nally water transfer decals. Drawings of fit/I time for a living some day. With work­ these from the Smithsonian were obtained manship like that shown on the PT-22, it's and artwork was made. These decals were a pretty safe bet he 'd do velJ' well it that then silk-screened onto the water transfer line ofwork. .....

they were salvageable, since Ryan cowling is very difficult to find, and if you have anything, even bad pieces, finding some­ thing better is almost impossible. The two accessory pieces (top and bottom) were also usable after a lot of smoothing with a hammer and dolly, and an English Wheel.

The two side pieces were made from scratch with the English Wheel.

On April 23, 1998 the aircraft was moved to the airport hangar for final as­ sem bl y. The wings were installed and rigged, and was accomplished using an electronic level which read to within .1 de­ gree. The final rigging was checked with a water level from wing tip to wing tip and both water lines lined up exactly!

It was then time to try the engine for the first time. After servicing the spark plugs, and putting in oil and gas the engine started on May 18, 1998 after two flips The Kinner R-540-1 (R-55) engine of 160 hp dominates this view of the PT-22, and is topped off of the prop. (There is no starter or e1ec- with a newly built Sensenich propeller, which duplicates the Sensenich prop originally installed. trical system.) The engine ran perfectly and finally ran out of gas after about 45 minutes. After putting in more gas, the engine would not refire, and it couldn't be restarted. It was discovered that the accelerator pump was not working, therefore the engine could not be primed, since there is no separate priming sys­ tem. The carburetor was removed, disassembled, and the stuck accelerator pump repaired. The next start and run went perfectly.

The aircraft was then fully assem­ bled for weight and balance computations. It was necessary to add 16 Ibs. of lead to the tail in order to balance the airplane. This is normal for the R-55 engine installation in the 16 DECEMBER 1998

LEE ANN ABRAMS

Tom Trainor's

By Bob Pauley, H .G. Frautschy and Tom Trainor

oday the Aeronca Corporation no longer bui lds airplanes, but many of that company's early products are still active and flying all over the world. One of the most in­ formed experts on Aeronca airplanes, and without a doubt "Mr. Aeronca" in the Detroit, Michigan area, is Tom Trainor, who was one of the original members ofEAA Chapter 13 . Tom restored and test flew an Aeronca K, but his interest in Aeronca products goes back to the early 1950s when he owned a C-3 model.

The history of the Aeronca Cor­ poration goes back over 40 years when they brought out their first air­ plane. Aeronca was formed in November 1928 and was incorpo­

T

rated under the laws of the state of Ohio as the Aeronautical Corpora­ tion of America , hence the name "Aeronca." Their approach was to build and market a true light air­ plane that was a direct descendant of the 1925 Roche Monop lane de­ signed by Jean A. Roche , a senior aeronautica l engineer in the U.S. Army Air Corps in Dayton, Ohio .

Roche so ld his refined 1925 des ign to the new company and production wa s started in 1929 on the single­ place C-2 series.

The two-place C-3 series was later added to the C-2 line, and both types were the mainstay of the Aeronca line until 1936 when the two-place low-wing L-3 model was

introduced. Powered with either a LeBlond 85 or the Warner 90, this design was so ld in large numbers and a few are still around.

The C-3 stayed in production un­ til 1937 when the K model was introduced with the same 2-cylinder 36 hp Aeronca engine that powered the C-3 series. This powerplant later was the 50 hp version. A total of 357 Aeronca K's were built.

Demand for more comfort, range and instruments led to the famous Chief series which first appeared in 1938 powered by the 50 hp Conti­ nental , Lycoming or Franklin series of engines. A number of endurance flights sparked sales for the Chief and it was , and stil l is , a common

VINTAGE AIRPLANE

17

BOB PAULEY

sight at many airports. With the ad­ vent of the CPTP program, the Aeronca plant stated turning out the Defender series for use in that pro­ gram. They were sold to the U .S. Army as the 0-58, later being redes­ ignated the L-3 series, and served well in different theaters of the war.

During WW-II Aeronca also built the Fairchild PT-23 and the Nordyn Norseman under license.

Aeronca entered the postwar market with an improved Chief of all new design and the new Cham­ pion model , both of which were 18 DECEMBER 1998

very popular and stayed in produc­ tion for about five years . Also developed and sold to the U.S. Army was the L-16 series of liaison aircraft, many of which served dur­ ing the Korean War. Later, they did valuable work with the Civil Air Patrol.

Aeronca also developed the Ar­ row, a low-wing, retractable landing gear two-place airplane that never went into production. Another model was the Chum, a licensed version of the Ercoupe with Aeronca improvements, which appeared

about the time of the 1948 light­ plane slump and never saw production . Aeronca cracked the four-place market with the Sedan which proved to be popular and is most noted as a good float plane. In the 1950s Aeronca turned to pro­ ducing parts for military aircraft as a sub-contractor and sold rights to the Champion series to Champion Aircraft Company of Osceola, Wis­ consin. The modern day Decathlon built by the American Champion Company of Rochester , WI can trace it's lineage all the way back

to the Aeronca C­ 2 built so many years ago.

Tom Trainor ' s interest in Aeronca products developed after he had been flying for a number of years . Tom was raised in Olivet, Michigan and went to Western Michi­ gan University in Kalamazoo where he majored in edu­ cation but took elective courses in aviation mechan­ ics . He belonged to the college flying club, the Sky Broncos, and learned to fly with the club in a 1939 Aeronca Chief. After graduation, Tom moved to Lake­ view , Michigan where he taught school. One day at Newaygo Air­ port Tom saw an Aeronca C-3 owned by Dick Black, and immedi­ ately acquired the urge to own one himself. He eventually bought a C­ 3 Razorback model in 1953 from a man in Saginaw. At that time Tom was working in the General Mo­ tor's Styling Department and lived in Royal Oak so he kept his C-3 at Big Beaver Airport. He flew the airplane for about a year and during that time experienced an engine failure that forced him to land at the LePere Airport. In his search for parts to rebuild the engine and to get the airplane back into the air, Tom was led to a Mr. Houseman of Wayland , Michigan, who had bought out the complete Aeronca engine inventory from the factory in 1946. Instead of buying a few parts, Tom bought the entire inventory that Houseman owned, including over 20 engines, a large supply of new parts and six Aeronca Model K's. Later o~ :rom obtained the rights to the Approved Type Certificate (ATC) for that engine and thus became the official owner of the Aeronca engine business. Tom was then able to rebuild the engine for his C-3 and continued to fly and enjoy the airplane. Then, in 1955 he sold it to the late Keith Hopkinson from Goderich, Ontario.

About the same period that Tom was flying his C-3 he attended some of the very first meetings at the old Warren Airport that eventually resulted in the formation of our EAA Chapter. When the charter was received

(top) Shown in March of 1975, the K performs well in the cold later winter air on a pair of Federal skis.

Tom Trainor (left), "Mr. Aeronca K" and a man with tons of knowledge about the design and its engine, the Aeronca 113.

making Chapter 13 an official chapter, Tom became a member and remained in our chapter until the formation of Chapter 194 in 1964 , which he joined because they meet closer to his home. He has remained an active EAA member since those early forma­ tive days and holds EAA number 1379.

Having sold the C-3 , Tom was without an air­ plane so he decided to rebuild one of the six Aeronca K's he had acquired with the engine deal. Tom selected one at random which turned out to be the very last Aeronca K built, SIN K­ 357. This K had been built in April 1939 on special order, one full year after production had stopped on the K in favor of the Chief. Tom started his restoration in 1961 by completely stripping the airframe to the bare tubing and starting from that point on. It was completely rebuilt from the sandblasted tubing up. The wing spars and most of the wing hardware were original but one spare in each wing had to be spliced and all of the wing ribs were newly made plus a new leading edge. During the rebuilding process Tom added several "factory-opVINTAGE AIRPLANE

19

tional" items to his K, such as a door on the left side and a 5 gallon auxiliary fuel tank located behind the seats.

The Aeronca K has a wing span of 36', a length of 20' 7" and an empty weight of 645 pounds. Pow­ erplant is an Aeronca E-113CD two-cylinder air cooled engine putting out 42 hp at 2540 rpm. Fuel consumption is a mere 3 gallons per hour! Performance figures listed for the K give a top speed of 90 mph, a 20

DECEMBER 1998

cruising speed of 80 and a rate of climb of 450 fpm. The K stalls at 35 and has a glide ratio of 10: 1.

Tom Trainor's Aeronca K, beau­ tifully restored in its original gleaming Loening yellow with black trim and carrying FAA regis­ tration N-22338, was flown by him for the first time from Oakland­ Orion Airport (Allen Airport) on July 20, 1969. He later sold it, and the rest of his Aeronca inventory to Andy Anderson of Missouri .

After retIrIng from the product planning and devel­ opment staff in the engineering department of Chrysler Corporation, Tom's phone rang one day in 1987 with a call from a man who offered to sell him the same K he had restored so many years before. Tom's son, Todd thought buying it back was a great idea, so the two started on the restoration to­ gether. When it came time to re-register it with the FAA, Tom was surprised to learn that he was still the regis­ tered owner, as far as the FAA was concerned - none of the previous four owners had bothered to register it with the FAA! With Todd in college at the time, Tom got to work on the framework, and did a ground up restoration again , this time replacing or repair­ ing the wood ribs and fuselage wood fairing struc­ ture. Todd was able to help when he could, and was able to accompany his dad to Ohio in 1994.

After restoring the K, it won the Grand Champion Antique award at the 7th Na­ tional Aeronca Association Convention June 12,1994 in Middletown, Ohio . Tom en­ joyed the K for a number of years, and then he made a trade with the EAA Aviation Foundation. In return for an unflyable Aeronca K the Foundation owned, Tom do­ nated his restored K, which can now be seen at EAA's Pioneer Airport. He's now been hard at work restoring this K .

Tom is also quite active on the world wide web. He and his son Todd administer a web site at http://aeronca.com. Included at aeronca.com is the most complete list available of Aeronca K air­ craft and their owners, as well as notes on their current condition , and plenty of other Aeronca infor­ mation on their early aircraft and the Aeronca 113 engine . ...

Type Club

NOTES

by H.G. Frautschy

Compiled from various type club publications & newsletters

MOTH TIE RODS REVISITED In the article entitled "Moth Tie Rods" published in the September 1998 issue of Vintage Airplane, there is an introductory paragraph which deals with the suspension of aero­ batic flight in the UK for DH Moth biplanes, and links it with an accident in Australia. We ' ve been informed by both the US and UK Moth clubs that the Australian accident and the cur­ rent technical issue concerning the tie rods are unrelated incidents, and no link is to be made between the two incidents. In fact, the tie rods became a concern only after a routine inspec­ tion of a Moth turned up a sheared tie rod at its location with the spar at­ tachment fitting . The Au s tralian aircraft crash is still being investi­ gated, but preliminary investigation points to a different structural failure mode related to the particular air­ craft's maintenance history.

In the current issue of "Moth Mi­ nor ," the News update from the deHavilland Moth Club of the UK, the following item was published with regard to TNS 32, which deals with the issue of the aerobatic limita­ tions.

"The deHavilland Moth Club' s Technical Support Group is continu­ ing to work closely with British Aerospace MBU, Chadderton, on is­

sue 2 ofTNS 32, the document which will lift the current limitat io ns im­ posed on intentional spinning and aerobatics. Some aspects of what was believed to have been the final draft of the document approved by deHMC subject to a number of clarifying amendments, appears to have been rethought by British Aerospace and become subject for further discussion within the MBU at Chadderton. Al­ though a final decision is thought to be imminent, notification may be re­ ceived too late for inclusion with this distribution.

"Members of the Technical Sup­ port Group have worked long and hard in an effort to wring out the best and most appropriate solutions to the problem, and will continue to moni­ tor the situation on behalf of all owner-members."

Once again, we'd like to stress that the current aerobatic limitations in ef­ fect in the UK and the inspection of fuselage tie rods are unrelated to the accident in Australia.

From Michael Maniatis, the Chairman of the DH Moth Club (U.S.) we have this recent letter: "As a follow up to the previous ar­ ticle on Moth Tie Rods, there have been some addition developments.

"The crash of the Australian Tiger Moth mentioned was not caused by tie rod failure. The accident is still

under investigation, but the restric­ tion on aerobatics has been lifted in Australia. The restriction on aerobat­ ics is still in effect in England because faulty tie rods have been discovered in at least one aircraft there. In the USA a special Airworthiness Infor­ mation Bulletin was issued (No. ACE-938-39) in July 1998 which recommends, not requires: 'owners/ operators ofDH-82A and DH83 Moth airplanes replace the lat­ eral tie rods and inspect the span joint fittings as detailed in item I of the Accomplishment Instructions of British Aerospace Technical News sheet No. 29.)

Copies ofTNS 29 can be obtained by writing British Aerospace, the Moth Club of England or Moth Club in the USA. Also , this information has been made available to EAA In­ formation Services."

Here's the text of the FAA's SAIB:

INTRODUCTION Th e purpose of this Sp ecial Air­ worthin ess Information Bulle tin (SAlB) is to inform regis tered own­ ers/operators ofdeHavilland DH 82A and DH 83 Moth aircraft ofa failure ofthe aft lateral fuselage tie rod.

BACKGROUND Britis h Aerospace r eports that during routine maintenance on a DH 82 aircraft, it was discovered the aft lateralfilselage tie rod had sh eared VINTAGE AIRPLANE

21

at the spar attachment fitting. The failure was found to be the result of fatigue cracking at the threaded root of the rod. Th e same insp e ction found the forward lateral tie rod had been distorted. Th e distorted tie rod had been fabricatedfrom material of an incorrect sp ecification which had a lower ten s ile strength and may have contributed to the failure ofthe aft tie rod.

RECOMMENDATION The FAA is recomm ending, but not requiring, that owners/operators ofdeHavilland DH 82A and DH 83 Moth airplan es replace th e lateral tie rods and insp ect th e spar joint fittings as detailed by Item I of th e A cc omplis hm ent Instru c tions of British A erospa ce Technical News Sheet CT (Moth) No . 29. Item 2 of th e A ccomplishm ent In s tru c tions provides th e insp ection pro cedure that should be follow ed during an annual inspection or after a heavy landing.

Copies of Technical News Sh eet CT (Moth) N o. 29 Issu e 1 can be obtain ed from British A ero spac e Military Aircraft and A ero s truc­ tures, Ltd., Chadderton Site, Greengate, Middleton , Man chester, M24 ISA , England.

For furth er information contact, Roger P . Chudy, FAA , Small Air­ plan e Directorate, ACE-112, 1201 Walnut, Ste. 900, Kansas City , MO 64106, telephone 816/426-6934, Fax 816/426-2169.

FROM THE CESSNA 170 NEWSLETTER, "FLYPAPER" Question: I'd like to know the pros and cons of using 100 LL vs . auto fuel in an 0-300 Continental. I know there is a cost, and also valve guides are not gummed up and stick­ ing . What about power, engine life, plug life, oil breakdown. I'm sure you can add many more areas of consideration.

Eugene Briggs Colorado Answer: The 0-300 does not like a steady diet of 100LL. It has way too much lead for this old of an en­ gine. It 's hard on valves , valve 22

DECEMBER 1998

guides and , when there is an excess of this much lead, it gets into the oil and causes the valves to stick. I have found a good solution that works for me and my 0-300 in 26 Delta .

100LL had four times the amount of lead as the old 80-87 aviation fuel, so I mix one gallon of 100LL with 3 gallons of unleaded regular car gas and this gives you the same lead content as the old 80-87. By doing this the mixture has enough lead for lubrication , but not too much to cause the valve sticking and oil cont­ amination . Also the octane rating would be higher than the 80-87 but lower than 100LL, therefore better for your engine. I now have 1900+ hours on my 0-300 since overhaul and have not had any problems wha tsoever. Plug life is excellent.

The other recommendation is to have a filter on your engine and change the oil at 25 hour intervals. The cylinder head temp will be about 15­ 25 ° F cooler with auto fuel than 100LL. In the winter you will proba­ bly want to use more 100LL as it will start easier, especially when you don't preheat.

Bob Coats Missouri Question: We own a ' 51 170A. We have trouble with gas not flow­ ing evenly from tank to tank. We run it with the valve in the BOTH posi­ tion but the gas depletes from the right tank quite rapidly leaving the left tank at 3/4 when the right tank reads 114. We have replaced both gas caps (both vented) and replaced the air vent breather pipe that comes out of the left tank . We have not monkeyed around with the valve yet.

What can we do?

Don Lang Washington Answer: Assuming that all lines are free from obstructions and the fuel valve is working properly (this is a very simple valve and there's not much to go wrong with it; how­ ever, there are some seals in it), you may want to look at the rigging of the aircraft. If it is flying in a slight skid, it causes fuel to flow from one tank or the other, depending on which way it's skidding. Sounds to

me like you may be flying with a slight left skid. It doesn't take much to allow one tank to drain faster than the other. One other possibility, without knowing all the details, is the tank actually draining faster or do you possibly have a malfunction­ ing fuel float/indicator?

Ed Booth Kansas FROM THE EASTERN CESSNA 190/195 ASSOCIATION NEWSLETTER ENGINE OIL: Roger Currier called from Maine about the last newsletter where Tom Engers told about the [experience he was having with] the Phillips 25-60 oil. Roger had used it in all his airplanes (3 195s, two on floats, a Beaver, a Cessna 180 and others) for over 10 years. He likes it better than the straight grade oils and even breaks his overhauls in on it right from the start. He does disagree, however, * on the less oil on start. When cold, the viscosity is less than 40 or 50 weight, and tends to run down the valve guides on Nos. 4 and 5 cylin­ ders more than with single viscosity oils. He generally stops his engine with a piston down in the head on Nos . 4 and 5 so that the cylinder does not fill with oil, bit still some­ times has to remove a spark plug.

His average consumption is about a quart an hour. A little less on long hops and a little more on his short, 112 hour sight seeing flights . * Cliff Crab s, th e e ditor of th e newsletter, had similar comments of disagr ee ment on this point from Dave Cole and several others saying they s ee more oil down the valve guides with the multi viscosity oils.

So, ifyour valve guides are work, multi-viscosity oil may not be a great idea unless you have the drain valves on the No.4 and 5 inlets.

FROM THE 170 NEWS, PUB­ LISHED BY THE INTERNATIONAL CESSNA 170 ASSOC. FUELING SAFETY

By Joseph Neff Many pilot s refuel their own planes without realizing the signifi­

cant fire risk from static electricity buildup that culminates in a spark discharge that ignites the gasoline va­ pors. This fire risk applies to any fueling operation of aircraft, portable fuel cans, autos, lawn mowers or mo­ torcycles, unless grounding precautions are taken.

As early as 600 BC the Greeks knew that amber rubbed with wool acquired a charge which they called elektron, meaning amber. Today we know that a charge is imparted to any solid material by rubbing it with an­ other material. Thus an airplane or auto becomes charged during its mo­ tion through the air, in much the same way a comb is electrified by passing through dry hair. Intimate contact is all that is needed to give rise to an electric charge . Rubbing merely serves to bring many points in con­ tact. Grounding discharges the electrical charge.

Fueling safety related to static electricity spark discharge is achieved at auto service stations be­ cause of special grounded pumps, fuel tanks and hoses. The fuel hose has ground wires embedded in the hose . This same safety can be achieved on aircraft refueling from a mobile truck or stationary fuel island, if both the aircraft and the fuel truck are grounded. How often does this occur? Fire code compliance assures safety when fueling cars or commer­ cial aircraft, but fire safety is frequently ignored by general avia­ tion owner/operators.

Gasoline is an electrically insulat­ ing fluid that will absorb a surface static charge from the fluid motion through a plastic or metal funnel.

This is the same static electricity and spark discharge that occurs when we shuffle our feet over a carpet and give someone a loving spark. Be­ cause the gasoline, during aircraft refueling, is both electrically insulat­ ing and flowing rapidly, the inserted electrical static charge remains until it is discharged to ground. The power is only a few hundredths of a watt, but the potential can be a thousand volts. When sufficient charge poten­ tial exists between the flowing gasoline and ground, the discharge

can create a 2000° F spark. The spark discharge incident is random and cannot be predicted. The variables of static electricity generation includes liquid properties, impurities, humid­ ity, temperature, fuel flow rate, and the amount of fluid / air turbulence during the refueling. None of this can be predicted. The variables of static electricity generation includes liquid properties, impurities, humidity, tem­ perature , fuel flow rate , and the amount of fluid/air turbulence during the refueling.

Again, none of this can be pre­ dicted , hence the randomness of aircraft refueling and de-fueling fires.

The precaution that can be taken is to ground the components involved in fueling or de-fueling - the aircraft fuel tank , the funnel, and the fuel container - to prevent formation of the charge potential and a spark dis­ charge. A spark cannot occur when the components of the fueling system are grounded. With the 1980's STC authorization to refuel our own air­ craft with autogas, it is now a common practice to use plastic fuel containers and funnels to transfer the fuel to our aircraft. Plastics are insu­ lators (nonconductors) and can increase static electricity generation and fire hazard, because they are dif­ ficult to ground.

Gasoline, with its high vapor pres­ sure, is designed to easily mix with air, in a carburetor, to support com­ bustion and power our various vehicles . This ease of vaporization makes gasoline dangerous, as the va­ por above the liquid fuel is flarnnlable at ambient temperatures as low as ­ 45 ° F. We call this temperature , at which a material will produce a flam­ mable vapor, the flash point. For kerosene, this flash point is between 95-145 ° F, for petroleum based hy­ draulic fluids it is 195°. Jet A fuel is between 105-140°, and for engine oil it is 437°F. The vapors from these various flammable fuels will bum if an igni­ tion source of adequate temperature is available. That can be an electrical or static spark, a hot surface such as an exhaust manifold , or resistance heat from a short circuit or a loose

electrical connection . A vgas has an ignition temperature of 825-960°, de­ pending on its refining process. The range for kerosene is 400-480°, for hydraulic fluid it is 437°, for Jet A it is 435-480° and for engine oil it is 440-480°.

In theory , an exactly correct mix­ ture of fuel vapor and oxygen would be called a stoichiometric mixture and it would result in a complete and perfect reaction. There would be no smoke by-products. For gasoline, the perfect mixture is about 15 lbs. of air per pound of fuel. Surrounding this perfect mixture is a range of upper and lower flammability limits. Above the upper limit, the mixture is too rich to bum. Below the lower limit, it is too lean to bum. When an aircraft is refueled, some areas of the vapor above the fuel tank will be too rich to burn and some will be too lean, but somewhere in the vicinity of the fuel container, the fuel funnel , and the space where we are observing the re­ fueling event, the mixture will be just right for combustion should a static spark randomly discharge. We are only human and can't predict when that will occur but we do know it does occur as evidence by the multi­ ple occasions yearly.

The initial fire from gasoline igni­ tion is called deflagation, or one step down from an explosion. Hence , there is little change to escape human bum damage. The subsonic gaseous combustion results in intense heat and light, and possibly a low level shock wave . This initial "fireball" is followed by less intense burning of the vapors from boiling of the liquid gasoline.

A spark from a static electric dis­ charge or from an electrical short circuit is about 2000°F, more than enough temperature to ignite the va­ pors between the fuel container, the funnel, and the aircraft fuel tank. Fire is essentially an oxidation reaction.

For fire to occur four conditions must exist - there must be combustible materials; there must be an oxidizer (air); ignition is needed at a tempera­ ture exceeding the ignition temperature of the vapor; and enough heat must continue to sustain the reVINTAGE AIRPLANE

23

action. Gasoline with its high vapor pressure is an excellent fire material because it vaporizes at a low temper­ ature and is easy to ignite. Those of you who have used gasoline to start a fire know how rapidly the gasoline vapor fireball progresses. The air surrounding the liquid and vapor fuel is more than sufficient to pro­ vide the oxygen. The discharge of a static electricity spark, generated by the flowing ga soline, is more than adequate to ignite the fuel vapors.

Once ignited, the fire will continue until all of the gasoline is consumed or the fire is inhibited with a fire ex­ tinguishing agent, such as halon or carbon dioxide in powder or gaseous form , which acts to displace the oxy­ gen in the air. It is the vapor of the gasoline that is burning, and not the remaining liquid bulk. The fire heat keeps the fire burning by vaporizing the remaining liquid fuel. Even fiber­ glass epoxies, plastics and rubb e r will bum at 200-500°F, as the mater­ ial is vaporized from an adjoining fire or heat source.

What can we do to improve fire safety during aircraft fueling and de­ fueling? the National Fire Protection Standard for Aircraft fuel Servicing, NFPA407, provides some excellent guidelines. The preferred choice is to use metal cans and metal funnels as they are easier to ground. This ap­ plies to fueling the containers from a service station gasoline pump or when pouring fuel from the contain­ ers to the aircraft fuel tank . First of all, we'll need to make a "Y" shaped grounding cable. Splice in about a 4' length of stranded electrical cable to the middle of an 8' length of cab le, with alligator clips at the three ends.

Lamp cord is adequate for this "Y" grounding cable - keep it as short as possible. A separate 12' long ground cable, with alligator clips at each end, is needed to connect the aircraft metal frame to a good ground.

If the fuel can and nozzle are metal, attach one end of the "Y" ca­ ble to the funnel, one end to the aircraft metal structure, and one end to the fuel can. If the aircraft is com­ posite or wooden, then the 24

DECEMBER 1998

connection will need to be direct to the fuel tank. For added safety, also ground the metal aircraft to the tiedown metal fixture in the ground, not to the loose tied own ring. For filling a metal fuel can, attach one end of the "Y" cable to the service station fuel nozzle, one end to the fuel can, and one end of the "Y" ca­ ble to the funnel, if used. The bond has to be intimately maintained dur­ ing the fueling process, to ensure a continuous grounding that prevents the formation of an electrical charge.

When the service station fueling of the portable cans is complete, stop the flow, withdraw the nozzle and put it away , withdraw the funnel, cap the portable fuel can, and dis­ connect the "Y" cable from the funnel, then from the nozzle and then the can. Similarly , when air­ craft fueling is complete, close the aircraft fuel cap before disconnect­ ing the ground straps.

The grounding gets more difficult with plastic fuel cans and funnels since they are insulators or non-con­ ductive. Stuff metal screening inside the plastic containers and separate funnel, if used . The metal screening should be connected to a static ground that comes out through the filler neck. It should be possible to place the a lli gator c lip of the "Y" ground connection on the wire con­ nection from the metal screening.

It's good practice to have a fire extinguisher handy when refueling an aircraft. Also, never have an open flame near an aircraft. The flamma­ ble vapors from an aircraft fuel system leak, or from a refueling op­ eration, can migrate multiple feet from the aircraft.

MUD DAUBER CONTROL

By Gary Coll ins These wasps like to build nests of mud inside airplanes. After spending several hours cleaning mud out of my left elevator, I was determined to prevent them from getting inside the plane. I mentioned the problem to the owner of the strip where I keep my plane. He told a story of a time he carefully collected the mud from

the inside of a Cub as the fabric was removed in preparation for recover­ ing. The mud weighed 17 Ibs! Could this be one of the reasons the planes gain weight with time?

The wasps enter planes primarily through lightning holes and control openings. I closed the lightning holes on the elevator horns and rudder with aluminum tape . But there are certain areas you cannot tape shut.

I cut a "No Pest Strip" into eight small strips and attached 12" red rib­ bons to them with safety wire. These strips are stored in the plane in a plastic bag while flying, and in­ stalled in the following locations when parked: I. Left cabin air source opening.

2. Right cabin air source opening.

3. Left wing in flap actuation rod opening.

4. Right wing in flap actuation rod opening.

5. Right elevator in trim actuator opening.

6. Left elevator in trim actuator opemng.

7. Rear fuselage in elevator con­ trol rod opening.

8. Upper rudder hinge opening.

Bend the safety wire so the strip is inside the plane and the ribbon is outside. The active ingredient in the No Pest Strip diffuses into the adja­ cent area and keeps the wasps out. I did not find a mud dauber nest in the plane last summer using this system.

My plane is kept in an open hangar in southern Ohio where it gets some wind protection. You might have to experiment with the ribbon length and how to better anchor the safety wire if you park outside. It's impor­ tant to use the ribbons to remind yourself to remove the strips before you fly.

I have since found a new mud dauber nest in the outboard end of the left flap . I may need to cover the lightning holes in the flaps, or place a No Pest Strip in that location. It is a battle worth fighting since the mud is not only heavy, it holds moisture and promotes corrosion of the alu­ minum structure. ...

FJecember Mystery Plane

Thanks to Dave Keen of Fort Myers, FL we can keep the "big airplane" Mystery Plane string running. He says the shot was taken by his father in Miami, FL. To be included in the March issue of Vintage Airplane, your answer needs to in to the Vintage Airplane office no later than January 28, 1998.

Our September Mystery Plane was an elaborate christen­

by H.C . Frautschy ing ceremony early in not too difficult for a number of you.

Larry Knechtel, Seattle, W A sent in December for bankers and aviation leaders.

this response: The September 1998 Mystery Plane is Charles Lindbergh

36 people to an altitude of 10,200 feet in the Keystone "Patrician " built in 1928 by had accepted an invitation to come to just 25 minutes. The previous record of the Keystone Aircraft Corporation of Bristol andfly the K-78 during the cere­

34 people was held by a German Dornier monies . Allfestivities were canceled fly ing boat.

Bristol, PA. when the plane caught fire and was de­

At the time it was built, the Patrician Charles Lindberghflew the K-78-B to was the largest transport in the United stroyed the day before the big event was Oakland as part ofthis tour. He was very to take place.

States . It was also the most efficient, impressed and as a result an order was At the time of the fire , Keystone had placed by T.A .T. for the No . 4 airplane. safest, fastest and most comfortable; yet, three more planes under construction. it didn't sell. Like so many other good air­ Economic conditions turned sour and the One ofthese, along with the remains from planes ofthat era, it was done in by the airplane was never delivered. the fire , were used to produce another Great Depression.

One day, the brakes failed on the K­ Design ofthe Patrician began in early prototype. This airplane was given the 78-B and the entire airplane ended up in 1928. The final 18 passenger product same registration number as the original a hole being excavated for the terminal achieved a top speed of 151 mph and a airplane, which has led to some confusion building at Boston 's Logan Airport. cruise speed of 130 mph. Powered by about the total number ofPatricians built.

The specifications for the Patrician The records show three, but actually four Wright Cyclone engines of575 hp each. are: length 63 ft .; span 88ft.; height 13 the Patrician represented the current state were built andflown. Thefirst airplane fl .; tread 19 fl., 6 in.; empty weight 8,925 was designated as the Model 78; the No. 2 lbs (10,200 lbs with P& W Hornets); ofthe art. airplane (the rebuilt prototype) was the gross weight 15,315 lbs; (J 6, 600 lbs with The first flight took place on 8 Novem­ ber 1928, with Kenneth H. Fraser as pilot Model 78-B. Thefirst production Patri­ Hornets); stall speed 59 mph (65 mph and Lt. Edwin McReynolds ofthe Army cian was the Model 78-C and the No.4 with Hornets); and range 780 miles (450 Air Corps as copilot. Later testflights airplane was the Model 78-D. miles with Hornets).

The No.2 airplane was finished were made by Clarence Chamberlain and Larry Knechtel George Halderman. Only afew minor quickly and after afew successful test AlC 17648 changes were indicated and the Patrician flights it began a transcontinental tour to demonstrate its performance and reliabil­ Model K-78 was pronounced a huge suc­ Other answers were received from : cess. Keystone officials planned to host ity to aviation officials and to the public.

Jake Dewan, Towanda, P A; Frank Go­ The pilot for th is bel, Joliet, IL; Marty Eisenmann, Alta tour was Capt. St. Lorna, CA ; Ken Brugh, Jr., Roaring Keystone K-78 Patrician

Clair Street, Chief Gap, NC; Roger Miller, Middletown, of the Flight Test OH; Kaz Grevera , Sunnyva le, CA; Branch of the Richard Sanders Allen, Lewiston, TO; Army, who was on (who pointed out that the Patrician in the special leave to photo is most likely NCION, which was make the trip. owned in 1933-36 by Becker-Forner The Patrician Flight Service, Jackson, MT); Bill set a new world's Rogers, Jacksonville, FL; William Knox, payload record on Woodstock, GA; Joan Beebe, White 16 March 1929 in Stone, VA; Peter Bowers, Seattle, WA; Los Angeles by John Fink, Charlottesville, VA, and Don carrying a total of Toeppen, Sun City West, AZ. VINTAGE AIRPLANE

25

PaSSitto

Bucl{

by E.E. "Buck" Hilbert

EM #21 Ale #5 P.O. Box 424, Union, IL 60180

Greetings, Buck!

Another circle was completed on Sunday (10111/98) when I flew the little C-3 reproduction from Brod足 head to the Funny Farm (C-3 Mecca).

Mehlin navigated like a pro and brother Joe flew escort in the Model A Aircamper. This long held fantasy included circling over locomotives at the Illinois Railroad Museum and a great time was had by all.

Thanks for the decades of help, encouragement and indulgence. My only regret is that you had "gone fishin'" and weren't around to help celebrate our 'triumph. ' With sincere gratitude, Gary Kamer Glenview,IL P.S. How much do lowe you for the gasoline?

Here's Gary's "Aeroncopy," a C-3 replica he built over the past years. He used alot of measure足 ments and photos from my C-3 to help him build his beautiful replica, which uses a Continental A-65 for power. It's so cute, it even uses an exhaust stack that looks just like the original!

The Aircamper is great looking as well, and looks good and light, without a lot of paint and extra stuff. Glad I could help!

Dear Buck, As you have had a lot experience flying a number of different air足 planes over the years, I would like to 26 DECEMBER 1998

ask you a question about cockpit layout. Here's some background to the question: First, for the last 26 years I have been flying a Piper Cub. Right hand on the stick, left hand on the throttle.

Since I'm right-handed, this config­ uration works out fine and feels almost instinctive.

Second, I'm building a Stoddard­ Hamilton GlaStar with the intention of configuring it as a taildragger.

GlaStars are equipped with sticks , but the throttle is positioned in the center of the panel and the seating arrangement is side-by-side.

Third, I plan to keep the Cub (it's family!) so there will be a lot to switching back and forth between the two.

The question is, where would you put the PIC in the GlaStar: right or left seat? My inclination is to set up the GlaStar to be flown from the right seat. Safety is the main concern - flying from the right avoids po­ tential confusion when moving between Cub and GlaStar about which-hand -is-supposed-to-be-do­ ing-what, especially in crosswind landings. On the other hand, many great old stick-and-rudder planes like the Fairchild 24 are flown from the left seat, so there must be some advantage to flying from that side.

During a GlaStar demo flight in Ar­ lington, W A, I deliberately flew from the right side; it was a little odd, at first, remembering many Cherokee 140 hours flown years ago while getting a license and some rat­ ings, but control coordination and "feel" seemed natural.

I would really appreciate your opinion. Over to you, Buck . ..

Bruce Wolfe 5725 Hillcrest Rd. Downers Grove, IL 60516 630/852-5812 EAA 153232, AlC 6195 Well , to tell you the truth, it does­ n't really matter to me. Switching back and forth has never been a problem, but if you insist, I'd rig up the throttle with a pair of controls in the cockpit running through the fire­ wall to a bell crank with a single rod running to the throttle lever on the carbo That way, you can place both throttle controls wherever you feel most comfortable, and it will be the

same for both people in the airplane.

But I'd wager you'd probably do okay flying with your left hand and throttling with your right. Most peo­ ple adapt just fine to it. Just ask H.G., our switch hitting editor .. .

Bruce, I've had to switch back and forth all my flying career, and I'm the most left handed person you'll ever meet. I do everything left handed, but for some silly reason , I can switch back and forth flying with either hand, and I don ' t notice any difference in how I handle the airplane (enough of the snickering from the peanut gallery, thank you!).

Tfly the Sedan and the EAA GlaStar with the throttle in the middle and me on the left, but the Champ and the Cub are flown with my right hand, and I really don't feel any dif­ ference! If it makes you nervous , get some dual in the left seat of a Cessna 150. Don't think about it too hard, and in a few landings, you'll hardly notice any thing different about flying from the left side, as far as the throttle and stick are con­ cerned. For some, most of the problem comes from the change in perspective, from being on the cen­ terline to being off to one side. When a new flight instructor is going through his first hours of training, it takes a few hours for them to get used to sitting on the right side of a side-by-side airplane.-HGF

That s it from H. G. and I - any­ body else care to add their two cents worth?

Dear Buck, I'm rather slow in writing but per­ haps better late than never.

In the June '98 Vintage Airplane "Doc" Roy's name caught my eye in your column. And below that, I see the old Aggie "A" in the background of the picture. The field described by Mr. Osborne was later to become Christman Field, owned by Colorado State University.

Prior to that it was Colorado A&M College. The A represented the Agri­ culture part of the name - Colorado Agriculture and Mechanical Arts College.

I'm enclosing a photo developed in 1940 of my three brothers and a friend playing in the remains of an old Eaglerock. It had belonged to a Mr. Cowan. He and his daughter were lucky to get it on the ground for they had an inflight fire a couple years previous to this picture.

A Mr. Clarence Froid also had an Eaglerock about the same time. They were kept in an old sheet iron hangar at the northeast comer of the airport - such as it was. Just a tire track up through yucca plants and ant hills.

Later, during WW-II, a lot of flight training took place on the airport. As a matter of fact, I picked up my Pri­ vate license there in 1947 (still a tire track through the yuccas). There ' s a lot of history at that little field. If you wish, I ' ll assemble something for you. As I said, the picture of the Eaglerock was developed in 1940 but taken in 1939. In those lean times, we generally only had one roll of film per year for the camera.

Anyway, your columns are great!

Keep it up.

If you would, please return the pix. It's the only one I have.

Jack L. Miller AlC 20834 P.S. Others and I ended up get­ ting our licenses. My older brother flew B-25s out of Corsica. I ended up a shave-tail B-29 flight engineer.

Later got my comm. SMEL, inst. and flew corporate for many years.

My two younger brothers obtained their private tickets. We all enjoyed flying, obviously. '( :e3t(ci ~

VINTAGE AIRPLANE

27

-Continuedfrompage 11­ exact problem so we know it is (or was) a matter of concern.

Earlier, I mentioned that abuse occurs even by people whose experience goes back to WW-II. Several years ago, I re­ member trying to get to the bottom (pardon the pun) of a R-1820 failure .

While on the investigative board, I had heard several people testify that the engine just self-destructed for no apparent reason.

Yet, the teardown revealed a preexisting bent rod. You can imagine my astonish­ ment when a respected mechanic with long time experience on round engines at a major military base said, "Well, it could­ n't have been hydraulic lock. I helped pull it backwards after it stopped on pull through! " (By the way, you're absolutely right. I didn't mention whether Comman­ der X and Colonel Y was Navy or Air Force ... let alone Marine. Am I a model of political correctnesslinterservice rivalry avoidance or what?)

Jim Fausz mentioned two other items that apply. The first is obvious. Make sure the ignition is OFF before pulling the prop through . Anyone who's seen a crop­ duster/ag pilot/aerial applicator (same guy - different decades) start a 985 or 1340

on a Stearman with a half-hearted leisurely tug on one blade while walking by the nose would understand.

The other item is that many of these problems might be avoided by using the recommended procedure in your aircraft's manual regarding scavenging the engine crankcase at a certain rpm immediately before shutdown. This made me think of a caveat in closing. After start or before shutdown, you should AL WAYS do a mag grounding check at idle just to make sure the ignition switch is really function­ ing okay.

This article is much longer than I had intended. But I've talked with a lot ofpeo­ pie while writing it. Seems that every time I dredged up something from the memory data bank, someone else said, "Yeah, and while you're on the subject, shouldn't you also mention this?" I guess what has hap­ pened is that we've skipped a generation in passing on what was common knowl­ edge at one time. I hope you can find some place or forum to use this informa­ tion where it might prevent damage or injury, and we can "Keep 'em Flying!" I'll just assume you can sort out the tongue-in­ cheek from the serious. .....

Fly-In Calendar

The following list ofcoming events is furn ished to our readers as a matter of information only and does not constitute approval, sponsorship, in­ volvement, control or dire ction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the informatioll to EA A, Att: Golda Cox, P.a. Box 3086, Oshkosh, WI 54903-3086. Infor­ mation should be receivedfo ur months prior to the

event date.

JANUARY 1, 1999 - NAPPANEE, IN - EAA

Chapter 938, Fly-Ill/Drive-In Lunch, Nappa­ nee Airport, (2/9) 773-2866

MARCH 5-7 - CASA GRANDE, AZ - 41st An­ nual Cactus Fly-In, sponsored by the Arizona Antique Aircraft Association. Info: www.amer­ icanpilot. org\cactus or call Jon Engle at 602189J-60 12, days only.

APRIL 11-17, 1999 - LAKELAND, FL - 25th An­ nual Sun 'n FUll EAA Fly-In and Convention.

Info : 94 11644-243 1. Web site: www.sun-n­ fun. org

JULY 28-AUGUST 3,1999 - OSHKOSH, WI­ 47th Annllal EAA AirVelltllre Oshkosh '99.

Wittmall RegiollalAirport. COlltact JO/III Bllr­ tall, EAA, P.O.Box 3086, WI 54903-3086 or see the web site at: www.airventure.org

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FAX: 909-684-0518

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Sergio Machad ............................... .

Donald Morgan ............ Corona, CA David Leslie ................. Omaha, NE 路... ... ................. Porto Alegre, Brazil Gerald V Rothgeb ......................... ..

Gary E. Cole ............... Conway, NH Roberto Sayegh .............................. . ............................. Morgan Hill, CA William Anderes ......... Wyckoff, NJ ........................... Atibaia, Sp, Brazil Daryl Stevenson .. ..Bakersfield, CA Todd Cooper ................. ... .............. .

Lotar L. Scheidt .... ......................... .

Scott Sykes ............ Atascadero, CA ................ ...... .... Liberty Comer, NJ ............................ San Paulo, Brazil Mark Nichols ..... New Fairfield, CT Robert Hadow ... ..... .....Denville, NJ Robert MacNutt ..................... ........ .

Joseph Rheubeck ..... ..Coventry, CT Norman E. Stuessy ........................ . .......................... Delta, BC, Canada Hugh B. Homing ........................... . .............................. Moorestown, NJ David Gullacher .............................. .... ....... .... .............. .Wilmington,DE Gary L. Vanderbrook ..Newark, NY ..................... Dundalk, ON, Canada Mickey J. Dean ....... Orange Park, F Robert M. Valcanoff ..... Akron, OH Nick Smith .. ................................... .

George Richard Downs, Jr.......... ... .

Alan D. Blankenship ..... Yukon, OK 路....... ......... .Thorndale, ON, Canada .................................... Sarasota, FL Daniel F. Goran ...... Claremore, OK Bo Vincent Petersen ....................... .

George C. Hitt ........ Statesboro, GA Tom Hammer.. ....... ...Corvallis, OR .......................... Kolding, Denmark David Price .................. Atlanta, GA Reade Genzlinger .......................... .

Brian Jackson ................................. .

Tom R. Shafer ............ Hiawatha, IA ............................... Bryn Athyn, PA ......... .Thame Oxford, Great Britain William B. Faan ....... ... Rockford, IL Alex J. Neal... ..... West Reading, PA Gregory S. Scott ............................ .

Jerry Yeiser ......... ..Owensboro, KY Claude L. Milton ......... Abilene, TX ....... .... ..Brugess Hill, Great Britain Michael Branch .......................... .... .

D. B. Pattillo, Jr.............................. .

Sarel Van Zyl ......... ........................ . ......................Denham Springs, LA ............................ Wichita Falls, TX

.Secunda, Republic of South Africa Owen Bresler ............. Metairie, LA Patrick A. Reetz ........ Ft. Worth, TX

Dan Treakle ... ...........Fairbanks, AK Rebecca M. Larson ........ ................ .

David W. Smith ........... Abilene, TX

Benjamin Jeffrey ....... ........... .. ......... ......... ......... ........ .....New Iberia, LA John Vincze .......... Georgetown, TX

.... ............................Huntsville, AL Bob Donaldson ............................. ..

John Webb ....... .... ...... Amarillo, TX

Gregory K. Brown ........ .............. .... ........ .................... .Lisbon Falls, ME Thomas Olson ..Fairfax Station, VA

.................. .. .......Golden Valley, AZ Norman Edward Davis .. ....... .. ...... ..

Gary B. Parks .. .. ...... ....Stafford, VA

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John J. Conway ........... ..... ....... ... .....

Robert J. Martin, Jr.....Oakland, MI Ronald A. Parker ..... Belleview, WA

......................... ...... San Mateo, CA James R. Bryce ..... Prior Lake, MN Bruce Toscano ... ........ ..Bothell, WA

Herbert M. Gaarder ....Truckee, CA Nathan Oconnor. ... Long Lake, MN Donald R. Warmbo ........Allyn, WA

William R. Hartill ................. ....... ...

Daniel Sullivan ..... .Burnsville, MN Louie O. Scepanski ... .. ....... ............ .

............. ...... ............. .. Palmdale, CA James D. Cox .. ...... ..Maryville, MO ....... .... .... ..... ...... ......West Bend, WI Carlton Jordan ....... ........Tustin, CA Graham Bennett ... ... ............ ....... .....

Brad Williams .. .. .... .Burlington, WI Todd Lynch ....... Garden Grove, CA ............. ... ... .... .Winston Salem, NC James J. Evans .. .. ........ .Lander, WY

VINTAGE AIRPLANE

29

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30 DECEMBER 1998

Gr

Harry P. MuHer

MediaPA Private Pilot SEt 1947 Chairman of Collections

Piper Aviation Museum

"The City of the Ange/s First lightplane

around the world -

Aug. to Dec. 1947

H

David M. Liebegott, Pilot/Restorer, and Harry P. Mutter, Pilot/Owner, with historic world circling Piper PA-12 "The City of the Angels" in front of the new Piper Aviation Museum.

"AUA provided greater coverage for less money than my previous insurer who would not increase my coverage

To become an EAA Antique &

Classic Division

Member call

AUA's Exclusive EAA Antique & Classic Division Insurance Program

after the ground-up restoration of this

Lo er liability and hull premiums

historic aircraft. The PA-12 is being

Me8ical payments included

flown throughout the "lower 48",

Fleet discounts for multiple aircraft carrying all risk coverages

Canada and Alaska to promote the

N

Piper Aviation Museum. Thanks, AUA,

No age penalty

for helping to keep this historic aircraft

No component parts endorsements

flying."

Discounts for claim-free renewals carrying all risk coverages

hand-propping exclusion

- Harry P. Mutter

Remember, We're Better Togetherl

The best is affordable.

Give AUA a call - it's FREE!

800-727-3823:-=:=--......

Fly with the pros.. .fly with AUA Inc.

AVIATION UNUMITED AGENCY

A. Eggplant-Colored Windbreaker Gold Stitching on Antique Classic logo. Elastic cuffs and waist. 100 Nylan constructian. l - 2X V41037 526.99 B. Navy Presentation Portfolio Features gold, blue and white Antique Classic embroidery. Nylon construction. Has two handles plus adjustable shoulder strap. Zippered closure.

V00098 514.99 C. ladies Black Turtleneck Pullover Vintage Airplane (inset) embroidered on collar. 50/50 collon/poly blend.

SM -Xl V41147 59.99

E. long-sleeved Polo Shirt with Ribbed Collar and Cuffs Soft and luxurious feeling 70/30 cotton/poly blend. Navy Antique Clossic embrOidery. Four-bullon placket.

SM -Xl Vl0836 540.99

Classic Caps All feature gold, blue and white Antique Classic Embroidery and adjustable back.

F. Field Grade Officer Cap with Oak-leaf Clusters Polyester and nylon construction. Back is nylon webbing.

V11244 58.99 G. Burgundy Six-panel Cap with Navy Brim V11242 58.99

D. Vintage Airplane Sweatshirt THICK sweatshirts feature four-color, bi-plane applique made from a photograph by EM's own Jim Koepnick.

90/10 collon/poly blend.

SM -Xl Vl0895

H. Navy Denim Cap with Carmel Suede Brim V11329 58.99 I. Red 6-Panel Cap V11240 58.99 J. Sky-Blue Cap with Carmel Suede Brim V11330 58.99 K. Navy Corduroy Cap with Braiding V11322 58.99 l. Maroon Corduroy Cap V11323 58.99

L.

All Antique Classic Socks feature Antique Classic design woven into the sock and are constructed of 75/25 hi-bulk acrylic/stretch nylon blend.

T. Denim Shirt with Velveteen Collar 100%conan construction with black and silver antique classic embroidery on front.

SM-XL V20116 $11.99

T.

EM Antique (Iassic blue and gold embriodery on front. 90/10 conan/poly blend. Features singlecolor pictoral of the (rites Brothers, the founders of (rites Airfield which later became Waukesha, Wisconsin Airport. SM -2X VI 0906 $12.99

x.

M. White long Crew Socks Vl1284 $3.99 N. Royal Blue Short Crew Socks Vl1283 $3.99 O. White "Turn-Down" Socks with Blue Heel and Toe Vl1285 $2.99 P. large (4 3/8 n wide) Antique Classic Patches V32560 $1.99 Q. Small (2 3/4 n wide) Antique Classic Patches V32360 $.99 R. Antique Classic Name Tags Measure 3XI "; can be engraved for personalization.

VI0813 $.99 S. Marble-Base Deskset Heavy base has Antique Classic logo etched into it. Foam rubber on bonom protects desktops. Comes complete with pen.

V60025 $10.00 V. Heavy Cotlon Royal Blue Sweatshirl EM Antique (Iassic Aplique adorns the front. 90/10 conan/poly blend.

SM - 2X 512.99 Vl0880

W. EAA Antique Classic Applique T-Shirts Made by Fruit of the Loom. 50/50 conan/poly blend.

Available in three colors.

Ash SM - XL Vl0875 56.99 Navy SM - XL Vl0870 $6.99 Royal SM - 2X Vl0865 $6.99

X. Cobblestone Crew Sweatshirt Made by Sope Creek. Features ribbed cuffs, waist and collar and same color Antique Classic embroidery. Available in red, white and blue.

SM -XL Vl1215 $31.99 Y. Long-sleeved Twill Shirts Feature bunon-down collar, two-bunon adjuslable cuffs and fronl pocket. 100% catIon construction.

Khaki M- XL V11301 520.99 Denim L- XL V11297 513.99