VA-Vol-26-No-9-Sept-1998

EDITORIAL STAFF Publisher

To m Po b e rezny

September 1998

Editor-in·Chiet

Jack Cox

Vol. 26, No.9

Editor

He n ry G . Fra utschy

CONTENTS

Managing Editor

Golda Cox

I Straight & Level/Espie "Butch" Joyce

Contributing Editor

Joh n Underwood

2 AlC News

Computer Graphic Specialists

Na n cy Hanson Olivia L. Phillip

Pierre Kotze

3 EAA AirVenture '98 Awards List

5 Aeromail

Staff Photographers

Jim Koepnick LeeAnn Abrams

Ken Lichte nberg M ark Scha ible

6 DH Moth Technical Notes/

Jim Newman and Mike Maniatis

Advertising/Editorial Assistant

Isabelle W iske

8 Open Door Policy/Dick Hill 10 Estonian Spirit of St. Louis Replica/PietTe Hollinder

EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS

12 Mystery PlanelH. G. Frautschy

President Espie 'Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 910/393-0344 Sec retary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

13 Lou Fairchild 24H1 H.G. Frautschy 18 OH-CUB Returns/ Oswald Stanl ey

Vice-President George Daubner 2448 Lough Lone Hortford. WI 53027

414/673-5885

Treasurer

Charles Horris

7215 East 46th St.

Tulsa. OK 74145

918/622-8400

2 1 Worthington Collection/ John Underwood DIRECTORS

23 Pass It To Buck/Buck Hilbert 26 What Our Members Are Restoring!

H. G. Frautschy 29 Welcome New Members 28 Membership Information/ Classified Ads 3 1 Calendar

Page 18

FRONT COVER .. A couple of beautiful Fairchild 24H restorations have been com­ pleted recently. including this shining example owned by Lou Frejlach, LaGrange.

IL and shot during the Sun 'n Fun EAA Fly-In. EAA photo by Jim Koepnick. shot with a Canon EOSl n equipped with an 80-200mm lens. 1/60 sec. @ f16 on Fuji Sensia 100 ASA slide film. EAA Cessna 210 plane ftown by Bruce Moore.

BACK COVER .. - Acosta vs. Coombs· is an acrylic painting by the late William Warren. and submitted by his twin brother, Frank. The twins have been drawing airplanes since they were youngsters, and a ride in an uncle's Waco 10 solidi­ fied a lifelong love of drawing airplanes. William's painting was presented with an Honorable Mention ribbon in the 1998 Sport Aviation Art Competition. See AIC News for more information.

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

Gene Morris 5936 Steve Court Roanoke, TX 76262 817/491-9110 Robert C. "Bob" Brauer 9345 S. Hoyne Chicago. IL 60620 312/779-2105

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

John S. Copeland 1A Deacon Street Northborough. MA 01532 508/393-4775

Dale A. Gustafson 7724 Shody Hill Dr. Indianopolis. IN 46278 317/293-4430 Robert Uckteig 1708 Boy Oaks Dr. Albert Lea. MN 56007 507/373-2922 Dean Richardson 6701 Colony Dr. Modison. WI 53717 608/833-1291

Stan Gomoll 104290th Lane. NE Minneapolis. MN 55434 612/784-1172

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

Jeannie Hill

P.O. Box 328

Harvard. IL 60033

815/943-7205 Robert D. "Bob" Lumley 1265 South 124th St. Brookfield. WI 53005 414/782-2633

DIRECTORS EMERITUS 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.

Periocicals 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 perioc 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 surfacemail.

ADVERTISING - Antique/Classic Division does not guarantee or endorse any procuct 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. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made.

Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. . The words EM, ULTRAUGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAl AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION, EAA ULTRAliGHT 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 Chase 2159 Corlton Rd. Oshkosh, WI 54904 920/231-5002

E.E. "Buck" Hilbert P.O. Box 424 Union. IL 60180 815/923-4591

ADVISORS Steve Krog 1002 Heather Ln. Hortford, WI 53027

414/96&-7627 Alan Shackleton P.O. Bax656 Sugor Grove. IL 60554-0656 630-466-4931

Roger Gomoll 321-1/2 S. Broadwoy Apt. 3 Rochester. MN 55904 507288-2810 David Bennel!

403 Tanner Ct. Roseville, CA 95678

91(r782-7025

STRAIGHT & LEVEL

by ESPIE "BUTCH" JOYCE

his year's EAA AirVenture '98 was by all accounts one of the best I can remember. I generally arrive in Oshkosh a week before the Convention starts to help those volunteers who have already been on site working to ensure the Antique/Classic area of the Conven­ tion grounds are in good condition for yo u to enjoy during your stay. I also check that our Antique/Classic activities are set to start, which will make every­ one' s stay at Oshkosh more enjoyable.

This year the weather was great for al­ most the entire Convention, with only the last day of the show, Tuesday, turning rainy. A number of aircraft were not to be able to depart as they had planned, so they got to stay a few more days. This is not fITSt time I have seen this happen at a Fly-in, as over the years attending different events I too have been held up by the weather.

Even flying the Baron with radar , Stormscope, and a NorthStar M3 GPS, this year our planned departure time had to be delayed for over a half a day to let most of the nastiest weather pass off to the northeast of Wisconsin, and even then we had to fly south to the Badger VOR, then cross the lower part of Lake Michi­ gan to Indiana to avoid the severe weather in the Chicago area. While crossing Indi­ ana and heading southeast we had to do a good deal of what I call broken field run­ ning, using the radar to go around the wet stuff that was causing the flooding in that area. Once we were in Ohio, the weather was better and after passing Columbus, Ohio we had a clear shot home, landing at our home base at Shiloh Airport in North Carolina in great VFR weather.

When we opened the cabin door we were greeted with a 95°F temperature and 95% humidity, which was a sharp con­ trast from the 75°F weather of Oshkosh.

While waiting to depart Oshkosh, we

T

were touring the museum in the morning when I ran into Hale Wallace of Skybolt fame . He 's from from Marion, NC and he said he thought that it would be three days before he could leave Oshkosh.

There were a number of people who rode home with friends who had driven to the Convention. They had to leave their air­ craft on the Convention grounds so they could be retrieved at a later date . Jerry Brown had to leave his beautiful award winning Waco UPF-7 tied out at its park­ ing place in the Antique area. He rode home with Dale Gustafson, one of your directors and the chief Antique Judge at Oshkosh. They both live in the same ap­ proximate area of Indiana.

One of the more unusual aircraft this year was brought to Oshkosh by Clem and Bob Armstrong They brought a Schweizer glider in on a trailer and put it together to display the aircraft for everyone's pleasure. Bob checked around the Antique/Classic area and found a 85hp Cub equipped with a tow hitch .

The Armstrongs were actually able to fly this glider early in the morning, so it could be judged and give our photogra­ phers a change at getting a shot of it in the air. One of the requirements to be judged is that you have to have either flown your aircraft in to the show or have flown the aircraft at the show to be eligible for judging.

Speaking ofjudging, the quality of the aircraft restorations continue to get even better as any Antique Judge will tell you.

There were no less than five aircraft that could have been the Grand Champion ­ there were only a few points difference between these aircraft . The Classic Judges also had their hands full this year with a great number of excellent aircraft restorations from which to pick the win­ ners. Being a Beech 18 lover, each year I try to go around and check out the ones on the field out to see how I would look seating in the left seat!

There was a Beech 18 that arrived for the show from Matthews, NC. This air­ craft is a E-18 that Doug Armstrong had restored to a new better than show room­ new condition. This E-18 was just one of the growing number of Contemporary

judging category aircraft that are being restored to like-new condition by their proud owners.

As always your Officers, Directors, and Advisors welcome your input and suggestions to help us to improve your Antique/Classic Di vision and our pres­ ence at EAA AirVenture.

While at Oshkosh, I had a conversa­ tion with the people who have put together the newest regional event, the Golden West '98 EAA Regional Fly-In. lt will take place September 25-27, 1998 at Castle Airport, Atwater,CA. Since it is a new fly-in , they have put together some estimates of what to expect for this long weekend.

They asked that I pass along these numbers to the membership. They expect 1,500-2,000 aircraft of all types to attend, and with the number of aircraft located in California this will most likely happen.

They expect 30,000 people to attend, with 120 exhibitors, and a Balloon "Dawn Patrol" Friday, Saturday and Sunday.

General information : The control tower opens Thursday; 5 forum tents each day ; 3 workshop tents each day ; youth education activities; entertainment Friday night and Saturday afternoon; and a Dinner Dance featuring a 1940 ' s swing band.

The awards for judging will be an­ nounced at a Sunday Breakfast, and there will be a daily air show. Judging ends at 3:00 p.m. on Saturday.

Castle Facilities: on site "Castle" shut­ tle, camping for tents & RVs with portable showers, Museum, Aviation Challenge Camp, Challenger Learning Center, bowling alley/theater/sports club, Shuttle bus service to Merced Hotels (small charge). For more information contact: Lela Edson at (530) 626-8265 or their Web site www.gwfly-in.org. lt looks as though the safety informa­ tion you've been reading has been helpful, as we have not had a hand prop­ ping accident reported for some time now ; lets keep being careful out there!

Ask a friend to join us and lets all pull in the same direction for the good of avia­ tion. Remember we are better together.

Join us and have it all! ...

VINTAGE AIRPLANE

1

A/C NEWS

compiled by H.G. Frautschy ABOUT THAT BACK COVER ...

Frank Warren, the talented artist who painted the series depicting the entrants of each of the pre-WW-II Thompson Trophy races we published in Vintage Airplane, February through July 1995, also had an equally talented twin brother, William.

We had not seen any of William 's work until this past year's Sport Aviation Art Competition, when "Acos ta vs.

Coombs" was entered by Frank, in his brother's memory. Sadly, William Warren passed away Nov. 4, 1997.

Frank wrote this about hi s twin brother: "We began drawing about age 3, and served as illustrators from ele­ mentary through high school, including our last class book. Our first flight was in our uncle Glenn's Waco 10. It was airplanes from then on! William served as a n armorer with the 20th AF on Saipan during WW-II. "Educated at Compton Jr. College and BF A Art Center College of Design , he spent 29 years as an illustrator for Hughes Aircraft, plus 10 years as a free­ lance illustrator. He won many awards, including a 1 week cruise aboard a U.S. Navy aircraft carrier."

"Acosta vs. Coombs" depicts the 1921 Pulitzer race at Omaha, NE. The airplane in the foreground is a Curtiss CR-I flown

by Bert Acosta and 'loaned' by the Navy to Curtiss. Acosta set a new closed-course records of 176.75 mph. The triplane , called the 'Cactus Kitten' was flown by Clarence Coombs, who placed second.

Both planes were designed and built by Curtiss and used CD-12 engines, which were direct ancestors of the Allison and Rolls Royce Merlin ofWW-II fame. The tiny CR would be developed as 'Golden throughbreds' and truly fabulous racing planes. Acosta was the prototype of the daring aviator, with a girl in every town and an drink in either hand. My brother and I were and are lifelong biplane fans ."

- Frank Warren Santa Barbara, CA FAMILY AIR ACADEMY The excitement of the EAA Air Acad­ emy will be shared with families in a weekend program scheduled for October 16-18. This Academy offamily fun with 2 SEPTEMBER 1998

a focus on aviation will provide hands-on workshop and flight experiences, plus in-depth view of EAA, its programs and Oshkosh facilities. "Families," can include conbinations of grandparents, parents, uncles/aunts, youth and children,. They'll stay at the new EAA Air Academy Lodge. A registration fee of $1 00 per four bunk room plus $75 per person in­ cludes five meals and acitvities from Friday through Sunday lunch. For further information or phone registration please call EAA Headquarters at 1-920/426-4800 and ask for the Education Office, or e-mail: education@eaa.org

HELP WANTED AT THE EAA AIR ACADEMY Expanded programs and facilities have created additional staff opportunites at the EAA Air Academy. Positions range from the year-round lodge host couple to coun­ selors, instructors and support personnel.

For information on how you might playa role is sharing aviation with the children, youth and adults attending the EAA Air Academy in Oshkosh, WI, write the EAA Education Office, PO Box 3065, Oshkosh, WI 54903-3065 or e-mail: education@eaa.org DAWN PATROL AT THE USAF MUSEUM September 26-27 will see the second Dawn Patrol Rendezvous take place at the USAF Museum , Wright-Patterson AFB in Dayton, OH. WW-I era replicas have been invited to attend a fly-in event featuring flying aircraft, reenactors and model aircraft. If by chance you have a WW-I aircraft and have not been sent an invitation to the event, or if you'd just like more information, contact Teresa S. Jones , Special Events Manager, USAF Museum, 1100 Spaatz St., Wright-Patter­ son Air Force Base, OH 45433-7102 , 937/255-8046 extension 311, e-mail at tjones@afrnsmtp.wpafb.af. mil The event will be open to the public.

NELSON BALANCING SERVICE, NEW BEDFORD, MA AIRWORTHINESS DfRECTIVE In the mail to over 200,000 owner/ operators of various Lycoming and Con­ tinental engines is a new Airworthiness Directive issued by the FAA and pub­ lished in the Federal Register, August 20, 1998 (Volume 63 , Number 161) Rules and Regulations , page 44545-44552.

Docket No. 98-ANE-27-AD; amendment 39-10713; AD 98-17-11. It relates to

Textron Lycoming and Teledyne Conti­ nental Motors Reciprocating Engines which had crankshaft work perfomed by Nelson Balancing Service, New Bedford, MA. Here is the FAA's summary and the main body of the AD as published in the Federal Register: SUMMARY: This amendment adopts a new airworthiness directive (AD), ap­ plicable to certain Textron Lycoming and Teledyne Continental Motors recip­ rocating engines that had crankshafts repaired by Ne lson Balancing Service, Repair Station Certificate No. NB7R820J, Bedford, Massachusetts, that requires removal from service of affected crank­ shafts, or a visual inspection, magnetic particle inspection , and dimensional check of the crankshaft journals, and, if necessary, rework or removal from service of affected crankshafts and replacement with serviceable parts. This amendment is prompted by reports of crankshafts exhibiting heat check cracking of the ni­ trided bearing surfaces which led to crankshaft cracking and subsequent fail­ ure. The actions specified by this AD are intended to prevent crankshaft failure due to cracking, which could result in an inflight engine failure and possible forced landing.Effective October 19, 1998.

FOR FURTHER INFORMATION CONTACT : Rocco Viselli, Aerospace Engineer (assigned to Textron Lycoming), New York Aircraft Certification Office, FAA, Engine and Propeller Directorate, 10 Fifth St., 3rd Floor, Valley Stream, NY 11581-1200; telephone (516) 256­ 7531, fax (516) 568-2716 ; or Jerry Robinette, Aerospace Engineer (assigned to Teledyne Continental Motors), Atlanta Aircraft Certification Office, FAA, Small Airplane Directorate, 1895 Phoenix Boulevard , One Crown Center, Suite 450, Atlanta, GA 30349; telephone (770) 703-6096, fax (770) 703-6097.

The list is long for affected types, and due to space constraints, the list of work orders will not be published here, but the FAA will be sending a copy of the AD to each registered owner of the affected en­ gines. Of the tens of thousands of engines listed, the FAA feels that less than 300 actual crankshafts will have to be re­ moved from service, but due to inadequate records maintained by the company, it must send the AD to all affected engines.

If your engine crankshaft was not over­ hauled by Nelson in the time frame listed, no further action will be required.

AD 98-17-11 Textron Lycoming and - Continued on page 28­

AirVenture

1998 Awards ANTIQUE

Springfield, OR

1940 Aeronca 65-TL (N31432)

Neenah, WI

1943 Boeing Stearman (N624lD)

GRAND CHAMPION: Greg Heckman Dixon, IL 1942 Ryan PT-22 (N53178)

wwn Era (1943-1945)

Outstanding Closed Cockpit Biplane

David Gay

Winter Park, FL

1943 Boeing Stearman A75Nl (N44018)

Stephen Cooper

Fairbanks, AK

1942 Beech D17S (NC236)

Outstanding Open Cockpit Biplane

Runner-Up

RESERVE GRAND CHAMPION (3):

Customized

• Stephen Pitcairn Bryn Athyn, PA 1929 Pitcairn-Mailwing PA-6 (NC54AK)

Wilber Forsythe

Quitman,AK

1939 Taylorcraft BC65 (N23892)

• Joe Koller North Lake, WI 1931 Alexander Eaglerock A-I, (NC439V)

Michael Reese

Portland, OR

1943 Grumman G-44 Widgeon (N135MR)

• Stephen Pitcairn Bryn Athyn, PA 1931 Pitcairn-Mailwing PA-8 (NC1075 I)

CHAMPIONS Transport Kent and Sandy Blankenburg Groveland, CA 1938 Lockheed 12A (NC99K)

Transport Runner-Up Santa Barbara Aerospace

Los Angeles, CA

1943 Douglas DC-3A (N92578)

wwn Military Trainer Liaison: Alan Wright

Kalamazoo, MI

1942 Twin Beech C-45 (N213SP)

Customized Aircraft Jerry Brown

Greenwood, IN

1942 Waco UPF-7 (NC39727)

Silver Age (1928-1932) Brown Dillard

Dayton,OH

1930 Fairchild KR-21 (N207V)

Silver Age Runner-Up Vernon Dallman

Esparato, CA

1928 Monocoupe Model 70 (N6740)

Customized Runner-Up

Military Trainer !Liaison

Joseph Jacobi

Mexico,MO

1943 Taylorcraft L2B (NC73515)

Military Trainer !Liaison Runner-Up

Ken Lapp

Calgary, AB, Canada

1944 Piper L4J (C-FWJJ)

Roy Carver

Davenport, IA

1944 Beechcraft D17S (N4612N)

CLASSIC GRAND CHAMPION John Dove Missoula, MT Piper PA-12 (N3381M) RESERVE GRAND CHAMPION Douglas Nealey Barrington, IL Twin Beech D-18S (N52DN)

Outstanding Closed Cockpit Monoplane CHAMPION GLIDER Lon Dienst

DeKalb, IL

1940 Faircruld 24W-40 (N28685)

Outstanding Open Cockpit Monoplane

Bill Rose

Barrington, IL

1935 Faircruld 22C7D (N14768)

Outstanding Closed Cockpit Biplane

James Bohlander

Hampshire, IL

1938 Beechcraft E17B (N57829)

Outstanding Open Cockpit Biplane

CurtDrurnm

Manitowoc, WI

1943 Boeing Stearman A75NI (NI066N)

Outstanding Open Cockpit Biplane

Runner-Up

Dan White

Andover, MN

1940 Porterfield LP-65 (N32328)

wwn Era Outstanding Open

Robert and Harold Armstrong Rawlins, MD

Schweizer SGU 1-19 (N918 10)

Best Class I (0-80 hp) Eric Barnillil

Clemson, SC

Aeronca II AC Cruef (N85805)

Best Class II (81-150 hp)

Richard Charette

Wadsworth, IL

Aeronca Champion 7BCM (N84405)

Best Class III (151+ hp) Charles Webb Fort Worth, TX Cessna 195B (N195CW)

Best Custom Class A Mark Henley Sulphur Rock, AR Aeronca Champion 7AC (N3651E)

Bronze Age (1933-1941)

Cockpit Biplane

Best Custom Class B

Ron Englund

Charles Andreas

Timothy Hancock VINTAGE AIRPLANE

3

Malinta,OH

Piper PA-22-150 (N2818P)

Media,PA

PiperPA-12 (NX867IM)

Best Custom Class C

Best Swift

Max Ramsay

Wichita, KA

Cessna 180 (N9281C)

Donald Thomson

Independence, OR

Globe Swift C-lB (N80971)

Best Custom Class D

Steven Brower

Ramona,CA

Cessna 195A (N95U)

Best Aeronca Champ

Allen Smith

New Berlin, IL

Aeronca 7AC Champion (N1134E)

Best Aeronca Chief

David Long

Keyser, WV

Aeronca 11 CC Chief (N4628E)

Best Beechcraft

Kenneth Morris

Marengo,IL

Twin Beech F35 (N4242B)

Best Bellanca Jeff Plantz Madison, WI

Bellanca 14-13-2 (N74424)

Best Cessna 120/140

John Warren

White Lake, MI

Cessna 120 (N89690)

Best Cessna 170/180

Andrew Smith

Hillsboro, TX

Cessna 170B (N3477D)

Best Cessna 190/195

Best Taylorcraft

James Zangger

Cedar Rapids, IA

Taylorcraft (NC94953)

Best Limited Production

Terry Dorris

Greenbrier, TN

DeHavilland DHC-2 (N8306)

Preservation Award • Jack Shahan Stone Mountain, GA Cessna 140A (N9633A) • Bill Goehel Hurst, TX Cessna 170B (N 146YS)

CONTEMPORARY

GRAND CHAMPION Doug Armstrong Charlotte, NC 1959 Beech 18S (N930R) RESERVE GRAND CHAMPION Mike Cook

Limon, CO

1956 Cessna 172 (N691OA)

Outstanding Customized Aircraft

Larry Van Dam

Riverside, CA

1957 Beech H35 (N5478D)

David Cole

Willis, TX

Cessna 195B (N195S)

Outstanding Customized Class I

(0-160 hp)

Best Ercoupe

Michael Willcox

Kingstown, IN

1957 Cessna 172 (N8384B)

Marland Malzahn

Antigo, WI

Ercoupe 415C (N2926H)

Best Navion

Rollin Tomlin

Georgetown,OH

North American Navion (N4102K)

Best Piper J-3

James Eck

Ponca City, OK

Piper J-3 Cub, (NC3496N)

Best Piper PA12/14

Harry Mutter

Class II (161-230 hp)

Howard Dundore

Woodland Park, CO

1959 Cessna 182 (N 182HD)

Class III (231+ hp) E. P. Wiesner Highlands, CO 1959 DeHavilland Beaver (NI01CB)

Custom Multi Engine Dean Duffney Maple Grove, MN 1958 Travel Air (N8306D)

OUTSTANDING IN TYPE Beech Single Engine Claude Rich and Anna Sim Williamsburg, V A 1960 Beech Bonanza (N688V)

Cessna 180/182-210 John Vorunski Manluis,NY 1959 Cessna 182 (N2435G)

Champion James Webber Arvin, CA 1957 Aeronca 7FC (N754lB)

Piper P A-22 Tri Pacer Gary Angelo Jonesboro, AR 1957 Tri-Pacer (N7826D)

Piper PA-24 Comanche Robert McGraw Chalfont, P A 1960 Piper Comanche (N7028P)

Piper PA-23 Apache-Aztec Robert Dalzell Owenboro, KY 1957 Piper Apache (N103RS)

SEAPLANE/

AMPIllBIAN GRAND CHAMPION Bob Hammer Kirkland, WA TA16 SeaFire (N15BH) RESERVE GRAND CHAMPION David Woodcock Issaquah, W A TA16 SeaFire (N99DW) CHAMPION Bill Rose Barrington, IL Grumman Goose (N600EZ) Outstanding Fabric Mark Wrasse Neenah, WI 1946 Aeronca Champion 7DC (NC83507) Outstanding Metal Jim Chappell North Bay, Ont., Canada Cessna 172 (C-FTIV) Outstanding Amphibian Jim and Steve Hancock St. Paul, MN Cessna 170A (N5795C)

EAAAirVenture Oshkosh '99 dates: July 28-August 3.

4 SEPTEMBER 1998

VINTAGE

AeroMail

WHAT DID THE "WALTZ KING" FLY? Dear Mr. Frautschy, In January 1936, Zimmerly Bros .

Air Transport, Fred Zimmerly and Bert Zimmerly of Lewiston, ID, owned the Brunner-Winkle Bird BK, 3-place, open cockpit biplane NC 10676, SIN 2060-40, which may be the aircraft you may be interested in . They also owned Zenith Z-6-8 NC935Y , but this was a 7 -place cabin biplane. Earlier, in 1932, NCI0676 had been owned by Pounder Flying Service, Inc . of Portland, OR. Interestingly, Bird NC I 0675 was owned by Miss Ed ith Foltz, also of Portland, who flew a Bird in the 1932 Cord Cup Race from Burbank, CA to Cleveland, OH. Wayne King, born 16 January 1901 in Savannah, IL was an alto sax player and vocalist, before becoming the band leader at the Aragon Ballroom in Chicago about 1927 . Known as the " Waltz King," Stardust was one of his early recording hits. He was still an ac­ tive band leader into the 1970s.

I hope that this is of some interest, and I have sent a copy of this e-mail to James Glass.

Best Wishes, Vic Smith, EAA 287737, AlC 13710 Uxbridge, UK

James had written us back in the Spring, lookingfor information con­ cerning the 3-place airplanejlown by or for Wayne King, the famous band­ leader. His letter was published in the May issue of Vintage Airplane.

YOUNG EAGLES PROMOTION DearH.G. , I thought you might get a kick out of this promotion and it may serve as a guide to others in our Young Eagles program . I sent thi s release out to two local papers , and they both picked it

Glen Mittlestadt sent in this photo and caption to his local newspapers. If you would like assis­ tance in getting the word out in your area, contact the EAA Young Eagles office at 4141426-4831.

"Happy, high flying Cub Scouts from Landrum'S Pack 155 are shown here during a Young Eagles pre-flight briefing. The Young Eagles program is sponsored by the Experimental Aircraft Assoc. to instill the love of flight into the hearts of youth. Local pilot Glenn Mittelstadt, shown behind the scouts, flew a mix of 15 Cub Scouts and some Girl Scouts for two days of flight.

Mittelstadt spent an evening with the group teaching the theory of flight and used a textbook primer, "What's a Piper Cub", written by local airline pilot Jim Wheaton, and illustrated byavi­ ation artist Sam Lyons. Mittelstadt's antique 1941 J-3 Piper Cub, seen here was used as a photo­ graphic prop for the book."

up . From this publicity I expect to get other youth groups to come forward and ask for flight programs. I urge our membership to try this and reap rewards for our common goal.

God Bless, Glenn Otto Mittelstadt EAA 356507, AlC 19546 Landrum, SC

According to the book,"Kitty Hawk and Beyond" by Geibert and Nolan (Wright State University Press, 1990), Orville Wright flew his airplane in Germany

- Continued on page 29­

r

EARLY BERLIN FLIGHT? Dear Mr. Frautschy, Enclosed is a photograph of a mystery plane. It was taken by my father while he was studying in Berlin, Germany, prior to WW-I. He said it was a Wright Brothers plane.

VINTAGE AIRPLANE

5

MOTH TIE RODS

from Material Supplied by the U.S.A. Moth Club and Jim Neuman Thanks to Jim Neuman and Michael Ma­ niatis of the DH Moth Club here in the USA, we have the fo llowing technical information to share with you regarding the DH Moth se­ ries ofbiplanes. In Great Britain, deHavilland has issued a series of Technical News Sheets covering the inspection and replacement of the Datum Bolts (TNS 28) and the fuselage Tie Rods (TNS 29). In Britain, the Moth was banned from aerobatic flight pending a suc­ cessful conclusion of the investigation into the causes of failure of this item on an Aus­ tralian Tiger Moth. The Moth club in Britain is is working on an expanded interpretation of the work required to perfom the inspec­ tion, and has entered discussions with DH expressing concern for some of the method­ ology used in the inspections.

Owners and mechanics of the Moth series of biplanes should take advantage of the fact that a very active and technically competent type club exists for the Moth, "The DeHavil­ land Moth Club" of the U.K., and their counterpart here in the USA, the USA Moth Club, which is chaired by Michael Maniatis, 48 W. 22nd St, New York, NY 10010, phone 2 12/620-0398 , FAX 2 12/620-4281. We strongly urge you to contact Mike and sign up in the USA Moth Club. He can make complete copies of the UK's Moth Club Technical Briefing Notes avai lable to you, and keep you updated.

cal News Sheet CT (Moth) No 29 Issue I. This matter concerns the lateral fuselage tie rods, some of which were found to have

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Lateral Fuselage Tie Rod

Ref er to tabl e f or detai ls

Here's what Gerry Schawm of the USA Moth Club included in their newsletter: Technical News Sheet (CT) Moth No. 32 issue 1 "If you were planning on doing aerobat­ ics in your Moth, Don't!

"For that matter, you should not do them in your DH60, 80, 83, 85, 87, 94 and Queen Bee. "As a result of a structural failure of a Tiger in Australia, the following Mandatory directive has been issue in Great Britain.

'Flight Limitations - Following a recent acci­ dent with a Moth aircraft, operators of all Moth aircaft are prohibited to carry out any forms of aerobatic or spinning manoeuvers pending the results of the CASAA (Civil Aviation Safety Authority Australia) and the BASI (Bureau of Air Safety Investigations) and fe-issue of the T.N.S. (CT) Moth No. 32.' We will keep you posted!

"While we are at it, there is also a Techni­

cracking at the root end, distortion and incor­ rect tensile strength specification.

"If you want a copy of these News Sheets,

Fuselage Cross Tube Pt. No. H 22411A

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AlC Type

ROD pt No

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DH DH DH DH DH DH DH DH

H 33746 H 33746 H 25487 H 37869 A H 37869 A H 37869 A 43210 H 37863

27.1" 27.1" 26.5" 26.95 " 26.95" 26.95 " 27 .31 " 39.15"

0.625" 0.625 " 0.625 " 0.500 " 0.500 " 0.500" .073" .0500"

0.3125 " 0.3125 " 0.3125" 0.8mm " 0.8mm" 0.8mm" 0.3125 " 0.8mm"

.3125 BSF .3125 BSF .3125 BSF

H 25486 H 25486 H 25486 H 37870 H 37870 H 37870 H 25486 H 37870

60 M III 60 Gill 60M 60T 82 82A 82 B 83

Material Spec = S154 HTS Cadmium Finish

Smm x 1mm pit ch Smm x 1mm pitch Smm x 1mm pitch

.3125 BSF Smm x 1mm pit ch

contact Mike or better yet, speak to Ed Clark, Moth Aircraft Company in Hawthorne, CA 310/679-2884. We are given to understand that Ed has found several rods cracked after mag­ nafluxing. (In a conversation with Ed recently, he mentioned that of10 rods that had been in ser­ vice at some time, 50%ofthem showed cracks when he checked them using a magnajlux ma­ chine. He and his company can help you with replacement ofyour Tie Rods. - HGF.) "And then there is Technical News Sheet 28 Issue 2, which goes on to speak about Fuse­ lage Datum Bolts (See Figures I and 4). The rear datum bolt at 'loint L' is made of mild

steel while the front datum bolt at 'loint E' is high tensile steel to cope with the stresses im­ posed by the engine attachment. The news sheet goes on to say that a visual inspection of the bolts should reveal that the bolt at 'joint E' in addition to a part number should have a 'V' shaped groove at the apex of each hexagon flat.

If you cmmot be sure, then remove the suspect bolt and corresponding lock plate and replace with the appropriate bolt part no. H37880 and lockplate Pt. No. H25045 Mk I, before any further flight takes place. The new bolt must be torque tightened to 7.5-8.5 ft. lubs (10.17­ 11.526 Nm) prior to locking with the new

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lockplate Pt. No. H25045 Mk I. You should read this bulletin in toto for compliance, and once again if you need a copy of the actual technical news sheet, call or write Mike Maniatis.

"We are checking with the Moth Club in Great Britain as to the availabilty and cost of these parts, and as soon as we hear some­ thing we will let you know."

The corresponding illustrations from the Technical News Sheets are reproduced in this article, as well as these drawings and their ex­ planation from Jim Neuman of Hobart, IN. Born and raised in Great Britain, Jim has long been involved in the field of technical illus­ tration, including a stint with deHavilland.

Here's what lim wrote to Ben Owen, EAA's Director of Information Services: "The enclosed illustrations will probably help better understand the problem with the Tie Rods (found at Joint H, see figures 2 and 4) and the forward fuselage Datum Bolt (found at Joint E, see Figures I and 3).

"You will note that I wrote 'Datum Bolt' in the singular. They are only found on the right side of the fuselage and the one af­ fected is at Joint E, as I have mentioned.

I know the importance of these Tie Rods will not be lost on you. As you can readily see, they are a through-the-fuselage contin­ uation of the lower wing main spars and, therefore, are subject to strong tension loads in positive G maneuvers. The reason for this is that the Moth flying wires are NOT attached to the fuselage , as are most wires, but are attached to the wing spars .

Thus the positive G flying wire loads are not directly taken out into the fuselage frame as in most types. That is, each left or right wing cellule is virtually a structure in­ dependent of the fuselage .

"Those who fly Pitts, Skybolts, etc. , might be a little mystified by these rods but, what they might not realize is that on those aformentioned types, the massive cross tube, to which the mainspar wing fittings are welded, serves as the spar carry-through member and is subject to the same tension loads and also compression loads.

"It would seem prudent to magnaflux those Tie Rods at each restoration/recover, especially if aerobatics are expected to be performed. Futhermore, the rods should be magnafluxed if the wings have been subject to an accident such as a ground loop in which the wing tips have show a close affinity for Mother Earth."

Once again, the address for the USA Moth Club is: USA MOTH CLUB c/o Michael Maniatis 48 W. 22nd St. New York, NY 10010 phone 212/620-0398 FAX 212/620-4281 VINTAGE AIRPLANE

7

A seemingly trival event can cause you to be distracted

from your primary mission in the cockpit.

by DICK HILL, ATP, CFI

A

ircraft accidents are quite often caused by the simplest of cir­ cumstances. A minor incident can be turned into a major incident or a tragedy due to a pilot's inattention or lack of understanding. In any event, the most important thing to do in any emergency is FLY THE A IRPLANE.

counted for the erratic flight path .

During the short flight, the pilot be­ came so concerned about the door that he forgot to fly a proper pattern and then forgot to lower the landing gear. In short, he forgot the cardinal rule of aviation: first and foremost, you FLYTHE AIRPLANE.

For example, several years ago, a lo­ cal doctor bought an Apache and had it delivered to the airport. The ferry pilot gave the new owner a checkout and a quickie rating. The doctor made a few flights and the ferry pilot went home.

Shortly thereafter, the doctor arrived at the airport and pulled his prize posses­ sion out of the hangar. He made a quick preflight, then started the engines and taxied away.

Many dollars later the plane was repaired and once again the owner went out to fly his, now even more ex­ pensive, prize. Once again, there was an erratic takeoff, followed by a belly landing. The reason was the same as before! The door had popped open.

This time the plane was put up for sale and said pilot became absent from the airport.

No one paid much attention as he began his departure, but about the time he retracted the landing gear, the flight became rather erratic. There were some pitch-ups and didoes as the pilot flew a very short pattern around the field. By that time, people were walking out of the offices and hangars to see what was happening.

The pilot made a tight turn onto a short final and the Apache slid in for a beautiful belly landing. The crowd ran toward the plane, expecting it to burst into flames. The pilot stepped out on the wing, stood up and dusted himself off, surprised to be greeted by an anxious crowd.

What had happened? As the plane lifted off, the door came open. The pi­ lot was so frightened that he reached over and tried to close it. That ac­ 8 SEPTEMBER 1998

During checkouts in complex air­ planes, adequate time should be spent on the very important discussion of cause and effect. Along with the usual explanation of aircraft systems, things like the problem of a door popping open should be covered to prepare the pilot if it happens during the flight. As the pilot in command, be sure you know the proper procedure for closing the door and follow that procedure each time you close it. If the door does come open in flight, leave it alone - your primary duty is to FL Y THE AIRPLANE.

Years after this particular series of events, a friend bought a Cessna Bam­ boo Bomber. He had never even been in one before, but decided that this was the plane for him. It was a typical situation where the plane had been stored for an extended period of time

and needed extensive work. The new owner was an experienced taildragger pilot and thoughts of flying the plane gave him no cause for concern. The plane was made ready for a "landing gear down" ferry flight to its new home and the ferry permit was issued.

During the long, boring flight, the pilot started to relax . About that time, "POW! " The door came open. The pi­ lot's immediate thought was to get that door closed. In this particular air­ plane, the pilot, while seated, can reach the door with his left hand, but cannot get any leverage to pull on the door handle.

When the door came open, the pi­ lot unfastened his seat belt and stood up, straddling the main spar which runs between the pilot's seats. While holding the plane level with his right hand, he grabbed the door handle with his left and gave it a mighty tug.

This action jerked the control wheel also and sharply pulled the nose up, slamming him down against the spar.

His effort had no effect whatsoever on the door! The pilot painfully pulled himself up and leveled the plane off while becoming seated. By the time he landed, he needed help to get out of the seat and off the plane.

In events such as these , there are several factors to be considered. First, as mentioned before, get a proper checkout with a qualified instructor, who will cover important safety items such as how to close and secure the door of the plane you fly. These items should be covered before you ever

leave the ground . (In the case of the Apache, the ferry pilot was the check pilot and the examiner. Apparently he did not give the pilot adequate infor­ mation while giving him his license. In the second case, no one was available to give a checkout so the pilot was on his own. As it worked out, the Bamboo Bomber door was out ofadjustment and eventually popped open again, during a later flight.)

Second, when an aircraft door opens in flight, it becomes an airfoil, much the same as the upper surface of a wing. The large surface area of the door creates a lot of lift. The simple fact is, that the air moving at

high speed past the door creates a low pressure area and pulls the door out to a point where the pressures become equal.

The door of any general aviation airplane will only come open a couple of inches while in flight. This does not appreciably affect the flight character­ istics of the plane. It can be pulled in a little, or pushed out a little, but it is impossible to close the door in flight.

The open door will not cause any real problem , unless you attempt to use force and forget to fly the airplane!

So - LEAVE THE DOOR ALONE! Perhaps you might want to add just a few miles an hour to your approach

speed to compensate for any turbu­ lence over the tail, but don't try to close the door.

After landing, do not taxi with the door open if you are turning down­ wind . Remember that the prop blast does not always reach the door. A gust of wind from the rear can flip it be­ yond its limits, causing extensive structural damage. A properly adjusted door will remain closed throughout all normal flight maneuvers . If ever it does spring open, have it checked and make sure that it is adjusted before you fly the plane again.

Third, always remember your pri­ mary duty - FLY THE AIRPLANE.

...

VINTAGE AIRPLANE

9

Europe's Spirit Replica

by PIERRE HOLLANDER Scandinavian Air Show AB in Sweden , which I run , needed something new to highlight our airshows. We already had an aerobatic routine with a Pitts S2B, a Soviet balloon足 hunting act with 2 YAKs, and aerobatics with 2 ladies standing on the wing of the G-164. All the acts are good crowd pleasers, but we needed more.

Charles Lindbergh had a connection to Sweden, as his grandfather emigrated to the USA, so making the decision for building the Spirit had some help there.

The copy of his Spirit of St. Louis was built in Estonia, un足 der the supervision ofMr. Illar Link, who is a well known gliding champion in the former Soviet Union.

Mr. Mats Rooth from Vasteras, teacher at the Aerotechnical school, was the coordinator, and the Spirit was built according to Swedish EAA standards.

The project started in 1991 using drawings and pictures of the original aircraft. The actual building started in 1992, and took 5 years to complete. Most of the project was built in Paide, some 100 kilometers. southeast of Tallinn.

The objective was to build the Spirit as close to original as possible. For safety reasons, the engine is modified, also the wheels are modified to incorporate brakes, as aerodromes have changed to airports and are no longer round grass fields.

As you can see in the photos, the wheels are spoked, 10 SEPTEMBER 1998

The photos were taken by Rogge Schederin from an Antonov AN-2, registered ES-CAD and piloted by Jacob Hollander and Kalle Aberg during September of 1997 over the town hall located in downtown Stockholm, Sweden.

and sometime during 1998 they will be covered with fabric in the same manner as the original.

SOME OTHER ITEMS OF NOTE:

The exhaust pipes are little changed if you look carefully.

3 instruments are temporarily in­ stalled, as the originals are out for a general overhaul. By the time you read this they should be reinstalled.

The earth inductor compass in the air­ craft is exactly the same model as original.

Lindbergh used one of Pioneer's pro­ totypes for his flight to Paris. As a testimony to his navigation skills and the new instrument, he was approximately 3 miles off track when passing Ireland.

This aircraft is built as a reminder to the large flying public as to what was going on just 70 years ago. It was the most fuel efficient and most long­ range navigation-equipped aircraft of its time.

Today, the Spirit must fly with an leading aircraft fl ying formation while en route. The forward visibility is to­ tally restricted due to the large main fuel tank in front of the pilot.

The wing profile is the well known Clark Y, a lot of lift , but also dra g.

Wingspan is 14.2 meters as the original Spirit. Cruising speed is 105 mph.

airplane after the maiden flight in August '97.

It behaves like the original aircraft, ac­ cording to Lindbergh's flight test report.

Very slow response on ailerons. The stabilizer should be a little bigger, but was ignored due to the short construction time. This was accepted by Lindbergh, giving a more pitch unstable aircraft.

Indeed it is, but being well aware of it, it feels normal.

The total lack of forward visibility is another special feeling . I am used to Pitts and Tiger Moths, but this! Take off is conventional, with short ground run

distance. Just keeping attitude and the Spirit flies when ready.

Cruise is nice, when using a leading aircraft. Otherwise one gets uncertain of what is going on ahead, and starts flying in turns all the time. Side windows are large, but it gets uncomfortable to lean to one side all the time. The wicker seat was modem in 1927.

The periscope on left side is used very little.

Landing is very special, using the sideslip method. It is a must, to find a reference for a touchdown point. Other­ wise, every airport is too small.

I did not sideslip on the first landings, but now it is OK to use 600 meter strips, as long as the crosswind is comfortable.

For now , the Spirit ha s its hangar space at Karlsborg, formerly an Air Force base. It is located on the west side of lake Viittem in the south part of Sweden.

Plans for '98 are to participate in var­ ious airshows in Europe. So far this year, we have shown the Spirit in Helsinki, Finland, !LA in Berlin, Gorazka Air Pic­ nic outside Warsaw in Poland, (a NATO base) Bardufoss above the Arctic circle in Norway and Visby on the island of Gotland in Sweden. The interest from ... the aviation public has been great.

You can find us on the internet at: http://home6.swipnet.se/-w-63829/ Pierre1/lndex.html or on Alta Vista search on "Scandinavian Air Show"

Email: pierre.hollander@swipnet.se

<mailto:pierre.hollander@swipnet.se>

HOW IS IT TO FLY THE SPIRIT?

So far, I have over 35 hours on the VINTAGE AIRPLANE

11

From the files of G. Thomas Mcinerney II in Jackson, MI comes the September Mystery Plane, with an added bonus, the Gee Bee Model Y flown by Florence Klingensmith in the 1933 Air Races held in Chicago.

September Mystery Plane

Modified after it left the factory with a 450 hp Wright Whirlwind replacing the 215 hp Lycoming R-680 origi­ nally installed, the Gee Bee lost part of the fabric from the right wing, causing it to plunge out of control into a garden, killing Klingensmith, and furthering the undeserved repu­ tation that the Gee Bees were "killer airplanes."

Its larger neighbor in our photo is pretty well known, but we thought you'd enjoy looking it up nonetheless.

To be included in the December issue of Vintage Airplane, you r answer needs to in to th e Vintage Airplane office no later than November 25, 1998.

Only one intrepid member sent in an answer to the June Mystery plane. Admit­ tedly tough, it is not listed in Juptner's U.S. Civil Aircraft, and was never put into production. John Carter, EAA 41061, AlC 180, of Bradenton, FL sent us this note: "The Mystery airplane in the June 1998 issue of Vintage Airplane is the Crosley Moonbeam . SIN 2. The aircraft first flew 9 August 1929 powered by a Wright J-6-5 of 165 hp.

The ship was operated until WW 11 when it was given to the University of Cincinnati and hung in their wind tunnell aeronautical lab where it remained until the early 1960s. when it was junked so a new subsonic wind tunnel could be built.

J have a letter fi'om Prof R. 1. Kroll of uc. stating the demise ofthe aircraft. He joined the College ofEngineering Aero­ nautical branch in 1957.

Also in my file for Crosley is a letter from R. L. Bisplinghojf who attended C. U in 1942. and he remembers the aircraft hangingfrom the rafters. He joined the

1929 Crosley C-2 .

Moonbeam

by H.G. Frautschy Navy in 1943.

1 wish 1 had better news concerning the airplane.

Further information can be obtained from my articles in the September 1973 and April 1976 issues of Vintage Airplane.

J also have photos ofserial number 5. J would like to hear from uc. alumni and staff members from the period to see if further information can be obtained.

Sincerely.

John Carter 1403 2nd Av East Bradenton. FL 34208 More information and another photo of the C-2 is avai lab le on page 255c of the 1929 edition of "Janes, All The World's Aircraft."

John has been on the trail of the Crosley airplanes for a long time now. As yo u can imagine, the ident ification of these aircraft can be a bit confusing, since a ll of the various monoplanes and bi­ planes built by the company as it searched for an airplane to manufacture were given the name "Moonbeam!" ....

Send your Mystery Plane correspondence to: Vintage Mystery Plane EAA P.O. Box 3086 Oshkosh, WI 54903-3086 12 SEPTEMBER 1998

Twenty two owners.

22 different people lured by the seductive lines of one of the Golden Age of Aviation's classic cabin monoplanes, the Fairchild

24H. With its Ranger engine hidden under a long nose that often culminated in a spinner, a faired set of wing struts and landing gear legs that culminate in a nice pair of wheel pants, and the three-piece windshield, the

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Fairchild was Deluxe with a capital "D." Lou Frejlach (EAA 13463, AIC 7558), of LaGrange, lL is one of those people, one of the many who has enjoyed the look of the timeless beauty. When the opportunity came along to purchase a Ranger-powered Fairchild 24, he jumped at the chance have his long time friend, Norm Binski, to finish the restoration Norm had already started.

Nonn and Lou split their time between the Chicago area in the summer months, and Florida in the winter. Norm had the pieces for the Fairchild at his place in Punta Gorda, FL, and Lou's other good friend, Jim Bohlander (EAA 423435, AlC 20017) pointed Lou to the project. Longtime friends, Jim met Lou when he was just a 20-year-old kid, and Lou was busy flying airplanes for fun all around the Chicago area. Jim has recently completed a career as a Captain for United Airlines, and now

Lou Frejlach (right), LaGrange, IL and his long time friend, Jim Bohlander (left) of ~ Hampshire, IL.

"0

14 SEPTEMBER 1998

spends the year in both Florida and Illinois.

He enjoys helping his longtime friend with his airplanes (Jim has owned a beautiful Beech Staggerwing for a number of years) including Norm's Cessna 310, which they have flown to Europe and back, as well as all over North America and the Caribbean.

Lou's career was quite different. During much of the middle part of this century, Lou Frejlach was the owner/operator ofthe Big Boy restaurants in the Chicago area, in­ cluding the one in Palatine, IL, the same one I used to got to with my family as I was growing up. Good burgers, Lou & Co.!

Just this past month, Lou celebrated his sixty-fIrst year as a pilot, 61 years since he soloed in a J-2 Cub. He spent the WW-JI years with the Air Transport Command, doing test work for Consolidated Aircraft on PBYs and B-24s, flying all over the Pa­ cific. Airplanes have been his hobby for all the years since then, and when he went outside of aviation to realize his personal goals, he kept busy by restoring a T-6 and

a P-51 , which he had over 20 years ago.

Lou said he was sorry now he let the P-51 go, but time gets away from you. The years seem to sneak by, without anyone noticing until they glance over their shoul­ der and look back.

When he negotiated with Norm Binski to buy the Fairchild 24 project, Norm had been restoring it for himself. An A&P me­ chanic, Norm moved to Florida and did part-time work maintaining the Charlotte County Sheriffs Department aircraft until he retired at age 60. Among other projects, he had a Sopwith Camel replica, and a Fleet biplane. The Fairchild was a big pro­ ject, and one of the nice things about moving to the south-central gulf coast of Florida was Norm's association with an­ other Fairchild 24 restorer, Geo Hindall, (EAA2l6658,A/C l7532)whohasa home and shop/hangar in Englewood, FL, only about 40 miles away from Norm in Punta Gorda. They traded information and often would make parts for one another ­

make two, then give one to the other re­ storer to fmish up.

A jillion details are always in the works for an antique airplane, and the Fairchild is no exception. Norm kept at it though, and

by January, 1997 it was ready for the silver base coat. Norm helped push the airplane out of the Mod Works hangar, where the paint was applied, and went home com­ plaining he didn't feel well.

By 3 a.m. the next morning, his wife Ruth called the paramedics to assist her husband, who was having difficulty breath­ ing, but sadly, he passed away before they could get him to the hospital. It was later discovered Norm had a undiagnosed con­ gestive heart condition. Unfortunately, his distrust of doctors prevented him from seeking treatment. Only 64 years old, Norm didn't get to see the frnal finishing touches put on the airplane.

Ruth and Lou both knew the quality of work done by Geo Hindall, who was just finishing up his Fairchild 24W. Geo was VINTAGE AIRPLANE

15

asked to oversee the completion of the painting by Mod Works, who were doing work they had never done before - apply足 ing paint to a fabric airplane was a new experience for them, as was working with Aerothane enamel. Before it went in for the final paint, Lou and his good friend Marge Poeschl, who hails from Oshkosh, WI, wet sanded the silver in preparation for the final color paint. Then it was back to Geo's hangar, to complete the rigging and sheet metal work that still needed to be completed. He also installed the Hartzell HC20X 12-8 controllable pitch prop you see installed. While not original factory equipment, it is certified for use on the Ranger engine. The prop is controlled us-

16 SEPTEMBER 1998

This side shot of the 24 shows off the classic profile of the Ranger version of the Fairchild. The Ranger engine installation can be accessed "in four minutes" according to the factory brochure. Including the firewall, the airframe of the Warner powered version of the Fairchild 24 is essentially the same airplane.

ing counterweights and engine oil pressure picked up at the oil pressure gauge port.

The oil is routed through a slide valve that is attached to a vernier control mounted on the instrument panel. You simply regulate the oil pressure sent to the prop, which acts on a rubber diaphragm. As you lessen the pressure, the counterweights pull the blades into fine pitch, which is where they would go in the event of a system failure .

An ingenious prop, its overhaul cost was around $7,400, so Geo was very careful every time he had to handle the prop!

Given the warm ambient temperatures in Florida, an oil cooler was desired, and it was also installed by Geo, along with one other request by Lou. (The original 24H also had an oil cooler installed of a slightly different configuration.) He asked that a second set of steps be added to the back of the landing gear struts, to make it easier to climb into the airplane. They're exact copies of the refueling steps installed on the front of the landing gear struts.

The landing gear wheel pants are the originals, and, as pointed out by Geo, are not always perfectly symmetrical ; "If you look at them real close, you'll see they were handmade. Even mine are the same way , and one side of them will ~ hang lower than the other. Sometimes the mating joint in the two whole halves of the aluminum is not vertical, not per足 pendicular, but every one of them were handmade at Hagarstown. As much as they were not machine made, they were as individual as any two people were," said Geo. The interior of the airplane had not yet been started when Norm passed away, but he and Lou had already made arrangements for Mod Works to perform that function as well, and had al足 ready selected the leather color as well as the interior fab足 rics. One of the most

Jim Koepnick

distinctive aspects of the Fairchild 24 is the work done on its styling by the renowned industrial designer, Raymond Loewy. Loewy's work on the interior, when he wasn ' t redefining the toaster or adding his touch to the locomotive, helped solidify the reputation of the Fairchild as one of the sublime examples of functional art. Sixty years later, the Fairchild 24 is still looked upon as one of the sleekest ap­ pearing airplanes to grace the skies.

Besides, who among us who built rubber­ powered model airplanes will ever forget how well a stick and tissue "24" would fly, with that long nose out front, and very lit­ tle ballast needed to balance the airplane!

This example was built in 1937, is one of25 built in that year, and was originally built as one of the Deluxe models, with only three seats. The four seat version would only allow 8 Ibs. of baggage with four standard adults on board, so the three seat version would allow for more equip­ ment to be installed . Later, one of the owners decided be wanted to have the fourth seat added, so he had a sheet metal company in Miami build and install the wide rear seat. Even without looking at the 337 form, Geo knew the seat was not an original piece of work by the factory.

"The Fairchild factory welders were many more people to enjoy. Come see what pure artists," he recalled. "Of all of the tube the late Norm Binski and his friends did to and fabric airplanes I've ever been associ­ make another Fairchild 24H come to life. ... ated with , this is the finest quality welding. The detail is magnificent; there From the factory specification manuaVEAA Archives is not a speck of slag, not a void, nothing but the most beautiful continuation of puddles around every weld on their air­ frames. They had the best welders I've ever seen in an aircraft factory."

Just as Geo ' s Fairchild 24W had served with the Civil Air Patrol squadron at Rehoboth Beach, DE, so had this airplane, flying coastal patrols from June of 1942 through October 31, 1943, when the coastal patrol bases were disbanded.

The jillion or so details that Norm had been so diligently working on were fol­ lowed up by Geo, and a test flight by Jim Bohlander just before Sun 'n Fun con­ u u - :. firmed its good looks were a match for " . .. its flying abilities. With just a few hours on its restoration , the Fairchild was flown up to Lakeland, where it was awarded the Best Cabin Trophy . But ~~ ---_--.~.: don't look for it down in Florida - Lou has graciously decided to loan the Fairchild to the EAA Air Adventure Mu­ M" Of. I.C"8F $4H seum, so it can be put on display for

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VINTAGE AIRPLANE

17

OB-CUB RETURNS!

by OSWALD STANLEY EAA 268583, Ale 10511

It has been over five years since Hannu Ruuhii, Raimo Stanley and Os足 wald were featured with their restoration ofthe Cub that came to be registered in Finland as "OH-CUB." Back then, it was rebuilt as a J-3 Cub, but now, well, let's have Oswald tell us ...

10 years ago we decided to pur足 chase a Cub to be used for "nothing."

A quick check among Finnish Piper Cub fans showed that none of the seven J-3s registered in the country was for sale. Sweden and Norway gave the same results.

Then someone said they knew the Germans had plenty of Cubs for sale at 18 SEPTEMBER 1998

modest prices, since motorgliding was less expensive. So we put an ad in Aerokurier and got one contact from a group willing to sell their Cub. The plane was an ex-L-4 made in 1944 and had 5,000 hours on it. All the paperwork was saved and preciously traced back to 1955, when it had been bought from Switzerland. After making the deal the seller told us that now there were only seven J-3s left in Germany and they had been criticized for selling such a rarity abroad!

After several difficulties and stand足 bys due to the bad weather during the transfer from Germany to Finland in

March 1986, it finally was tied down overnight at the Finnish border.

The fo\1owing night was one of those "once-in-a-century" storms, and gales were up to 60 knots. Despite the fact the airplane had been tied to 800 pound concrete blocks, the wind turned it upside down and the four concrete blocks followed, destroying everything nearby. That was the end of old D-EFIL (read DEVIL).

From the remains we decided to build OH-CUB. The restoration was started by sell足 ing all the modem and mostly German instruments and excellent performing

Hoffmann prop. We had flipped a coin and chose to rebuild the plane as a 1-3 Cub, complete with the yellow color scheme. We repaired the fuselage from the remains, found one third of the ribs were usable, cut new mahogany floor­

boards and built all new wooden spars.

Everything else was bought new from the USA. The original spars were con­ structed of rather light wood, and were not particu larly strong in our sample tests (read far below acceptable).

We built the spars from the lightest local wood which was 60% stronger than the originals and con­ sequently the total weight of the four spars exceeded the originals by 35 pounds.

The original/replica cream faced instruments were ordered through Smokey Mountain Airparts and the prop was naturally a wooden one from Sensenich.

When we started the restoration we were plan­ ning to fly the plane in 12 months , shooting for the Spring of 1987. Well, now afterwards we know what went wrong with the sched­ ule and the budget.

We had mixed up the def­ initions of "Repair" and "Restoration!" That misin­ terpretation cost us triple the time and money (having listened and read about others and their projects, this seems to be about normal).

According to the "Birth Certificate" (which are available through the Cub

VINTAGE AIRPLANE

19

During a fly-in at the Jamiharvi Airfield in 1995, Oswald Stanley (left) and Raimo Stanley pause for a moment next to OH-CUB.

Club) OH-CUB, SIN 12320, ex-D-EFIL, ex-HB-OBT, ex-USAAF 44-80024 originally weighed 729 Ibs. During the build-up we tried to save as much weight as possible. We covered the plane with Stits (now Poly-Fiber) HS90X fabric process, complete with the absolute minimum amount of paint, without the separate aluminum paint.

The result was 745 Ibs., which we con­ sider quite low due to the heavier spars and the heavier than original A-65 Continental engine . We also have a "homemade" Kevlar ® wing fuel tank in place of the heavy steel tank in­ stalled in Germany. While in Germany, the plane's weight grew to 875 Ibs. The plane was finally completed in February 1989, almost three years and 2,700 working hours after we bought it. Being practically a new airplane it flies straight and easy and even now after having enjoyed plenty of hours in it we still have the same answer for people who ask why we wanted to have such an ancient airplane like the J-3 (L-4).

"It cannot be used for anything use­ ful , but we ju st love to fly it. " You could call it "reverse snobbing!"

OUR L-4'S HISTORY

Our Piper L-4H, SIN 12320 (US­ AAF No: 44-80024) was built in Lockhaven, PA in July , 1944 and it was shipped to England and saw ac­ tion with the USAAF and U.S. Army (HQ, Ninth US Army). It was sold as war surplus to Switzerland in 1946 and registered as HB-OBT, and then later to Germany, where it was regis­ tered as D-EFIL. We brought it to Finland in 1986.

After three years of registration it was awarded the status of flying mu­ seum aircraft on January 17, 1989.

Nearly 54 years old with 5,200 hours flying time since new, it is a fme testimony to the sound design and durability of the classic Cub, sure ly one of the fmest aircraft ever built.

As you can see in the photos, OH­ CUB has now been refitted to the L-4 configuration, as it appeared during its life in the military, with the exception of the civilian registration on the wing and fuselage . ....

20 SEPTEMBER 1998

The Worthington Collection

by JOHN UNDERWOOD (EAA 1989, AC 1653) This is Union Oil's Eaglerock and Travel Air 4000 in Apache territory. Jack Harding is the gent on the horse in Worthington photo 75 (below), and Carl Lienesch is on the right in photo 78 (right) . Carl was Union's chief pilot until he had a bad acci足 dent with their Travel Air 89-4000, which was a brute legitimized on a Group 2 approval. One or more of his passengers died and he never got his confidence back, though he did continue to fly, but never with the same enthusiasm. During WW-II he was supervisor of the CPT Program.

Union's pilots did a lot of touring around the West promoting air-mind足 edness by giving free rides. Warren Carey is standing on the right tire in photo 76 (left), and the guy in the vest on the right is Jack Harding.

VINTAGE AIRPlANE 21

We don't have any information on the exact location or identity of this Travel Air transfer team, but they were most likely either at Muroc Dry Lake bed, (now Edwards AFB) or Rosamond, farther to the west.

They tried two different stunts; in a couple of the shots (left) they're seen trying a car-to足 airplane refueling, and in the remainder of the pictures they're doing the old "transfer from-the-car-to-the-plane" trick. It is most likely the summer of 1931, as the Terraplane automobile is the same one used by a outfit doing a similar stunt with a Buhl Pup. (We'll show you those shots in a later issue-we know a lot more about that project.)

22 SEPTEMBER 1998

PaSSitto

Buel<

by E.E. "Buck" Hilbert EM #21 Ale #5 P.O. Box 424, Union, IL 60180 Dear Buck, I just finished reading " Pass it to Buck" on how a midair can ruin your whole day ... no doubt! Being a glider and Cub pilot, a no radio, no electrical system kind of guy has me doing some rethinking. The "see and avoid" con­ cept has fallen into bad times. True, the concept is alive and well at grass strips, but it is a dying art at our paved air­ ports . Radio equipped aircraft and radio position reports in the pattern have become so common that the men­ tality of many pilots has become, "If I don't hear it, it doesn't exist." Most pi­ lots flying newer aircraft with tall instrument panels and smaller wind­ screens are not looking out for us "no radio flyers ."

So what can be done? I guess No. \ is to be real scared and have a swivel head, yawing, banking and checking shadows. No.2, bite the bullet and buy a handheld radio. I recently bought a $300 unit and I'm convinced it will save an accident, or a near accident.

Even ifl'm on the ground , I can an­ nounce a potential hazard over Unicorn (i.e., sailplane on downwind or that a pilot may want to put the landing gear down) .

As we all know, safety is most im­ portant, so don't be afraid to be heard.

Bill Batesole EAA \35658, AlC 4603 Ludlow, VT

Athens, Tennessee? Hmmn, Dorothy and I are on the way home from Sun 'n Fun and after braving the Atlanta area traffic (on the ground, mind you) we are RON at Cleveland, TN. The idea of visiting Charlie Nelson and his Swift bunch at Athens has nev er been far from my mind, but now we are plan­ ning to do it.

On up northeast on 1-75 here comes Athens, now where ' s the airport? Nat­ urally , it 's way on the other side of town , and as we thread our way through and out into the rolling hills, I am doubtful there is even an airport out here. One of the failings of airports these days is a lack of signage. Seems like the airport isn't important enough to deserve signs.

What a beautiful location . What beautiful airport. Hidden away like this

among these rolling Tennessee hill s, it's enough to make a person want to stay here forever.

Tucked in the museum hangar is a collection (see the pictures) that is sim­ ple, effective, and tells the story of the Swift from its inception to the final product. From the stock airplane to the most highly modified speedwagon.

Charlie must be sleeping in thi s morning, but the Parts Dept. and the shop people are all busy. Vaughn Arm­ strong, Scott Anderson and Sara Manor make us feel welcome and open all the doors. Dorothy and I are free to wan­ der, read, look and touch.

If you are within thinking distance, by all means drop in and revel in that Tennessee hospitality. Actually , the Swift people make the Museum. Stop in an meet them, you' ll love it!

Thanks for the note. Bill!

VINTAGE AIRPLANE

23

Hey, see if this helps you when you head out to the hangar to do your annual with your AI looking over your shoulderâ&#x20AC;˘.â&#x20AC;˘

Nagle bubble canopy, six-cylinder Continental, this is N80637, one of the "hopped-up" Swifts in the museum collection .

Bits and pieces of Swift history are displayed on the walls of the museum hangar, including various wingtips, cowls and prop/spinners.

24 SEPTEMBER 1998

Final Catch-AU Items During Annual Inspection I. Not exactly the plane/engine per logs, 337 file, last annual paperwork, engine and airframe total times, rest of paperwork.

2. No exterior I.D. plate ''N'' numbers.

3. Placards.

4. ELT Battery date and functional test.

S. Functional Ignition switch test.

6. Oil Filter element inspection.

7. Oil dipstick and filler cap security and leakage.

8. Fuel cap, placard, seals and O-rings and vent system.

9. Fuel Selector valve positive shut off, detents, placards.

10. Battery box and drain, STC requirement?

11. Tachometer check, placard/markings.

12. Tail wheel rudder control springs and attachment.

13. Cabin door hinges, locks, catches.

14. Primer operation and condition.

IS . Proper operation of all fuel drains.

16. Trim tabes) - Indicator, actuator, play.

17. Balance weights, ailerons, elevator, etc.

18. Signs of water leakage and corrosion.

19. Tires, wheels (including tailwheel), proper inflation, check wear patterns, size, etc.

20. List of discrepancies presented to owner.

Swift owners are denoted by a pin in their hometown on the big wall map, made up from sectional charts. The list that Dorothy is looking at has all the Swift pilots who flew in for the most recent Swift Fly-In.

(Left)

This handsome looking 1946 GC-1 B Swift belongs to Geoffrey

Crawford, of Poway, CA, who has put it on loan to the museum. This

one has the flip open canopy top with the slide down side windows.

(Below)

Another very stock Swift in the museum rests on the beautifully fin­

ished floor. You can just see a corner of the Swift emblem used as the

centerpiece for a compass rose painted in the center of the

hangar/museum floor.

Dear Mr. Hilbert, Enclosed you will find two photos of old air­ plane stuff. The first shot (below) is of (I believe) 2 generators. The data plates read as follows : Type R-I , Serial No. 46464M , Order No. 4434, Mfr's Dwg. No. 2000-3, weight ofunjt 48, Acceptance AN?4?383 Jamco Jack & Heinz, Inc. Cleveland, Ohio USA For use in 24 volt systems.

Type (unreadable) Serial No. 72994 Order No. (unread­ able) Mfr's Dwg . No. 2CM80B5, weight of unit 48, Acceptance AN-B 174, Ford Motor Company , Made in USA. The other photo (below, right) is of old tube type radios in various states of disrepair. Descriptions follow : Radio Dynomotor, ARC Type 14482, CE CODMX310, Continuous Duty Rating. Serial No. on receiver: 1935 R-13 Receiver [N] 28v equipment. Tubes are: 3@9003 ,

15 MC-4 , 14F7, 12A6, 14R7, 15MC-2, 14A7, 15 MC-3, 14R7, 15MC-I , 9002, C-102B, C-102F, C102H. Receiver Radio R-508/ARC, Serial No. 780, Aircraft Ra­ dio Corp., Boonton, NJ, Order 31231 Phila-55, US 23v D.C. Serial 284, Order No. 47544 Phila-56 28v D.C. Receiver R-19 (28v) , Serial 1935 CAATC IR4-6, 188­ 148MC, 8.3 Ibs. Aircraft Radio Corp. Boonton, NJ Signal Corps US Army, Transmitter, Radio T-2781U, Ser­ ial 6800, Order No. I 1661-ph-52, Motorola, Inc. If anybody would like these items and would like them, they are free, providing you arrange to pick them up or arrange for shipping. The generators are heavy!

Joe George Davis Airport (PN08) 101 Davis Rd Home, PA 15747

VINTAGE AIRPLANE

25

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - by H.G. Frautschy

RED AND WHITE TRIO Jack McCarthy (EAA 7588, A /C 6518, and Century Club member 125), Stevensville, MD, owned this pretty Monocoupe 110 for almost 41 years until he sold NC12345 (yep, that's the real registration number!) to the College Park Airport Museum, which is the oldest continu­ ously operating airport in the USA. Opening Sept. 12, 1998, you can fly in under the class B airspace to visit the airport and museum, which is owned by the Maryland National Parks and Planning Commission.

The Monocoupe is powered with a 145 hp Warner (it was a 125 Warner) - Jack hold the STC for the engine change.

His other airplanes include this pretty Pietenpol Air Camper, NX6107B . Built from B.H. Pietenpol's plans, it is Ford model A engine powered, and was first flown in No­ vember 1997. 2,700 hours were spent on its construction, which began in 1993. It cruises at 72 mph, and stalls at 38, consuming only 3.8 gallons per hour.

The third airplane in his trio of similar paint jobs is what he calls "the world's greatest trainer and all around good airplane," a Piper PA22-20 powered with a 150 hp Ly­ coming. It has been used by Jack's son to earn his license,

and by his daughter, who soloed the Pacer. Jack says it is getting a bit rough around the edges, and he'll recover it af­ ter he finishes his next project - an ultralight version of the Dormoy Bathtub.

1947NAVION N8667H was sometimes a forgotten and neglected airplane, but not any more, if owner Eric D. Vanoni (EAA 531589, A /C 28870) has anything to do with it! Based at the famous Santa Paula airport in California, his Navion has been lovingly cared for, and has had a complete disassembly, with all of the hydraulic lines and electrical wire replaced, along with many com­ ponents. A new instrument panel was installed, and the entire cabin insu­ lated. A baggage door was installed, along with a retractable rear step, and new wheels and brakes were also added to the list of accomplishments during the airframe's overhaul.

26 SEPTEMBER 1998

HICKORY GROVE AIRPORT

1947 BONANZA A "straight" model 35 Bonanza, SIN D956, this very nice Beechcraft is owned and flown by Jay Ashmore (EAA 576691), Paris, TX. A retired Air Force pilot, Jay tells us the airframe has about 3,200 hours on it, and the current engine, a 205 hp Continental, has only 560 hours of running time.

It still has the original upholstery install ed, and the last time it was annualed, the A&P remarked he thought it was one ofthe cleanest aircraft he had ever worked upon. Jay, who got back into flying after making a few 1,000 mile auto trips, says he enjoys each trip in the Bonanza like it was his first flight ever. With a 170 mph cruise speed, it can cover those thousand miles a lot quicker!

Pete (EAA 576850, AlC 2860 I) and Jeanne (EAA 576850) Reed of Goshen, OH have a restoration shop specializing in Stearrnans on their own fie ld, Hickory Grove Airport. The 194 1Piper J-4A is nicknamed "Clarabelle" because of its red nose. Jeanne learn to fly using Clarabelle, and passed her test in 1990. Purchased from a private individual who had over足 hauled the engine and painted it as you see it now, it will soon be restored to original configuration, including a Cub Cruiser orange paint scheme.

The 1943 Stearman E75NI is SIN 75-8788, and took 5-1/2 years to complete. Powered with a 300 hp Lycoming and fea足 turing an AT- I 0 cowling, it is covered in the Poly-Fiber process, and painted Moss green with Sun Valley ivory. The project originally came out of EI Salvador in the late 1980s.

It was to be flown out of that country and returned to the U.S ., but a crash meant the bent airframe, sans engine, was what eventually arrived in the country.

It has won numerous awards, including the Grand Cham足 pion and Best Custom Stearman at the 1996 National Stearman Fly-In in Galesburg, IL, and the Grand Champion Open Cockpit at the National Biplane Fly-In at Bartlesville, OK.

VINTAGE AIRPLANE

27

A/CNews - Continued from page 2­ Teledyne Continental Motors: Amendment 39-10713. Docket 98­ ANE-27-AD. Textron Lycoming (L YC) 0-23S , 0­ 23S-C I , 0-23S-C2C, 0-23S-L2C, 0-23S-N2C, 0-290, 0-290-D2, 0-320, 0-320-A, 0-320-AIA, 0 -320-A2B, 0­ 320-B2B , 0-320-B2C , 0-320-D2J, 0-320-D3G , 0-320-E2A, 0-320-E2D, 0-320-E2G, 0-320-E3D, 0-320-H2AD, 0-360, 0-360A 1A, 0-360-A 1D, 0-360­ A3A, 0-360-A4A , 0-360-A4K, 0-360-B I B, 10-360-F I A6, AEIO-320­ HIO-360-C lA , 10-320, E l B, 10-320-BIA, 10-360, 10-360-AIA, 10­ 360-AIB 6, 10- 360-BI E IO-360-C 10-360-C I C, 10-360-C I (; 6, IO-360~ C I D6 , 1O-360-D, 0-S40-A I BS , 0-S40-AI DS, 0-S40-R2AD, 10-S40, 10-S40-C4B5, 10-540-S I AS , TIO-540­ A2, LIO-320-CIA, LIO-360-CI E6, and 10-720 reciprocating engines; and Tele­ dyne Continental Motors (TCM) A-65 , A65-3, A65-8 , A75, A75 -8, C75-12 , C85, C85-8, C8S-12 , C90-8FJ, C90-12, 0-200, 0-200-A, 0-300, 0-300-D, 10­ 360-C , E-185-4 , E-2 2S-8 , 0-470, 0-470-K, 0-470-L, 0-470-R, 0-470­ II , 10-470 , 1O-470-N , 1O-470-S , 10-520, 10-520-D, GTSIO-520 , and TSIO-520-VB reciprocating engines, with installed crankshafts repaired by Nelson Balancin g Service, Bedford, Massachu setts, Repair Station Certifi­ cate No. NB7R820J, between February 1,1995, and December 31,1997.

(FAA list of Engine types./Nelson work orders was included here in original AD) Compli ance: Required as indicated, unless accomplished previously.

To prevent crankshaft failure due to cracking, which could result in an in­ flight engine failure and possible forced landing, accomplish the following:(a) Within 10 hours time in service after the effective date of this AD , determine if this AD applies, as follows: 1. Determine if any repair was conducted on the engine that required crankshaft removal during the February 1, 1995, to December 31,1997, time frame ; if the engine was not di sassembled for crankshaft removal and repair in this time frame, no further action is required.

2. If the engine and crankshaft was re­ paired during this time frame, determine from the maintenance records (en­ gine log book), and Table 1 of this AD if the crankshaft was repaired by Nel­ 28

SEPTEMBER 1998

son Balancing Service, Repair Station Certificate No. NB7R820J Bedford Massachusetts. The ma/ntenanc~ records should contain the Return to Service (Yellow) tag for the crank­ shaft that will identify the company performing the repair. Also the work order number contained in Table 1 of this AD was etched on the crankshaft propeller flange, adjacent to the clos­ est connecting rod journal. Because some etched numbers will be diffi­ cult to see, if necessary , use a lOX magnifying glass with an appropriate light source to view the work order number. In addition, the propeller spinner, if install ed, will have to be removed in order to see this number.

3. A person with a private pilot or higher rated certificate may make the deter­ mination of applicability of this AD provided the propeller spinner does not have to be removed.

4. If it cannot be determined who re­ paired the crank shaft, compliance with this AD is required.

5. If the engine and crankshaft were not repaired during the time frame speci­ fied in (a)(I), or ifit is determined that the crankshaft was not repaired

by Nelson Balancing Service, no fur­ ther action is required. b. Within 10 hours time in service after the effective date of this AD , accom­ plish the following: I. Perform a vi sual in spection as de­ fined in paragraph (b )(2) of this AD, magnetic particle inspection, and a di­ men sional check of the crankshaft journals, or remove from service af­ fected crankshafts and replace with serviceable parts.

2. For the purpose of this AD, a visual inspection of the crankshaft is defined as the inspection of all surfaces of the crankshaft for cracks which include heat check cracking of the nitrided bearing surfaces, cracking in the main or aft fillet of the main bearing jour­ nal and crankpin journal, including checking the bearing surfaces for scoring, galling, corrosion, or pitting.

Note 3: Further guidance on all in­ spection and acceptance criteria is contained in applicable TCM or LYC Overhaul or Maintenance Manuals, or other FAA-approved data.

3. Replace any crankshaft that fails the visual inspection, magnetic particle inspection, or the dimensional check

with a serviceable crankshaft, unless the crankshaft can be reworked to bring it in compliance with: 1. All the overhaul requirements of the appropriate TCM or L YC Over­ hauUMaintenance Manuals; or ii. All of the FAA-approved require­ ments for any repair station which currently has approval for limits other than those in the appropriate TCM or LYC Overhaul/Maintenance Manuals.

4. For the purpose of this AD, a service­ able crankshaft is one which meets the requirements of paragraph (b)(3)(i) or (b)(3)(ii) of this AD. Note 4: Crankshafts removedfrom TCM engine models 10-360, 10-520, and TSIO-520 series engines are also subject to compliance with AD 97-26-/7. c. An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York (LYC) or At­ lanta (TCM) Aircraft Certification Offices. Operators shall submit their requests through an appropriate FAA Airworthiness Inspector, who may add comments and then send it to the Manager, New York or Atlanta Air­ craft Certification Offices.

Note 5: Information concerning the existence ofapproved alternative meth­ ods ofcompliance with this airworthiness directive, If any, may be obtained from th e A tlanta A ircraft Certification or Ne w York Aircraft Certification Office, as applicable. d. Special flight permits may be issued in accordance with sections 21 . 197 and 21.199 of the Federal Aviation Regulations (14 CFR 21 . 197 and 21.199) to operate the aircraft to a lo­ cation where the requirements of this AD can be accomplished. e. This amendment becomes effective on October 19, 1998. Issued in Burlington, Massachusetts, on August 11,1998.

Jay J. Pardee, Manager, Engine and Propeller Directorate, Aircraft Certifica­ tion Service.

To access the AD via the Internet, go to : www .access.gpo.gov/su_docs/aces/ aces 140.html Click on the "Final Rules and Regula­ tions" button, and enter 8/20/98 in the "Issue Date" section. Enter AD 98-17-11 in the "Search Terms" area, and click on sub­ mit. You'll then see a citation for the AD· click on "TXT" and the AD will appear."

Raalin Wheeler .... . Jandakot WA, Australia Joao Paulo V. Andrade 路 . ... .... . Campo Belo Sao Paulo SP, Brazil Doug Murtha . . .. Spruce Grove, AB, Canada Aloysius Trautman . . Richmond, BC, Canada Gordon R. Farrow . . Chatsworth, ON, Canada Cliff J. Hare . .. . .. ... Tiverton, ON, Canada Robert G. Henderson . . . Guelph, ON, Canada Peter Thompson ... .. Belleville, ON, Canada Dave W. Willock 路 ......... . .... St. Catharines, ON, Canada Francois Sylvestre.. ... Ste Julie, PQ, Canada Steen Asmussen .. .. . . .. . Krusaa, Denmark Robin Lloyd .. ..... Liverpool, Great Britain Michael 1. McEvoy . .. Marlow, Great Britain Matisa Sapar ..... . Kuala Lumpur, Malaysia Luis Olaguibel . ... Mexico City, DF, Mexico S. A. Baring Gould . .. Somerset West, Republic of South Africa Graham W. MacPherson 路 ... ... Hyde Park, Republic of South Africa Mikael Carlson . .... 65226 Karlstad, Sweden Paul Johnson ...... . .. .. ... Hunstville, AL David Denton ......... Siloam Springs, AR Doyle Rog Rogers, Jr. . ...... Batesville, AR Lee M. Wimberley .. ....... . . Conway, AR Mark Ellery ..... . ......... Scottsdale, AZ Gary W. Kent. .. .. .. ...... .. Chandler, AZ Frank L. Snarey .. . ........ .. . . Aguila, AZ W. F. Blaylock . .. .. . ...... San Diego, CA William E. Brannon . ...... Buena Park, CA George Crum . . .. . ..... ...... Winters, CA Don Ellis . .. .. ...... ..... . Yuba City, CA Tom M. Johnson ........ Castro Valley, CA James L. Kolander .. ......... San Jose, CA Tom Komer .............. Northridge, CA Mark McGowan . . .. .. ... .. . Martinez, CA Ken Neff.. ....... . . .... . ... San Jose, CA Robert Saielli ........ . . . ..... La Jolla, CA Richard L. Scholl . . .. .. . . . Menlo Park, CA Robert Sterling . .. ... . ...... Freemont, CA Thomas W. English ... . Colorado Springs, CO Ralph R. Evens ............ Lakewood, CO Sarah Marcy ...... .. . . ... ... Littleton, CO John R. Scott ............ . ... Denver, CO E. P. Wiesner ..... . ... Highland Ranch, CO Dean Williams . ... . ... . . ... . .. Darien, CT Donald E. Logan .. .. . . . . . . Vero Beach, FL Mickey Pledger . ........ .. Tallahassee, FL Edward L. Rupersburg . ..... Lady Lake, FL Donald 1. Vecchie . . .... . . .. . Key West, FL Spider Aviation Inc.. . ... .... Savannah, GA Adrian John Troeleman... .. .. Suwanee, GA T. Bruce Ecker. ........ ... . .. Waverly, IA Jerry Swartz .... . .. . .... ... Sioux City, IA Owen Winterberg ... ..... Cedar Rapids, IA David D. Yeoman . . ... .. . Cedar Rapids, IA

Michael D. Jenkins .. ......... .. Rigby, ID Charles W. Vollmann .. .. . . . . .. Emmatt, ID David H. Childs . . .... . .... Dalton City, IL Lon Dienst ...... . .. .. ...... . De Kalb, IL Richard Feuillerat. ..... . .. . ... Rockton, lL Kenneth Kresmery .. ... ... .... .. Elgin, IL Kenneth Love ......... . . . .. . .. . Crete, IL Doug Petersen ... .... .... .. .. . Gurnee, IL Ron E. Purcell .. .. . .. .... . .. . Watseka, IL Michael R. Reilly ....... Franklin Grove, IL David C. Rutter . . ... .. . Downers Grove, lL Keith Spaniol. ........... . .. Villa Park, IL Ronald 1. Tomek ... . .. . ..... Glenwood, IL Mary 1. Wasilewski .. ... .. Spring Grove, lL John W. Granath .... .. .. .... . Danville, IN Wilbur Hostetler . ..... . .. . ... . Marion, IN E. Jonathan Hubbell .... . . . Indianapolis, IN Robert S. Hunt . . .... . .... .. Ft. Wayne, IN Jeffrey Rodrian .. ... . ... West Lafayette, IN David M. Watts ....... . ..... Zionsville, IN Michael A. Whitacre . .... Crawfordsville, IN Douglas E. Bryant . . .......... Wichita, KS Roger Dale Klotz ... ... . . . ... . . Meade, KS James H. Walker ..... . ... . . Lewisport, KY Dan Montague .. .. . ... . .. Marblehead, MA James Small . ... . .. .. ... ... . Amherst, MA David E. Frantz. .. ...... . . Battle Creek, MI Johnathon E. McAlexander .. .. Brooklyn, MI William McAlexander. ....... Brooklyn, MI Richard D. Smith . .. . .. . ... Melvindale, MI James F. Stapleton .. ... . ... . . . Emmett, MI Duane Tucker. . . .... . ... . . .. . Holland, MI Alan Wright ... .. ... .. .... Kalamazoo, MI Joseph John Gmitter. .. . ... Forest Lake, MN Rick L. Handy . . .. . ... .. Maple Grove, MN Gordon 1. Harris ..... .. .... ... Duluth, MN Arvid D. Lee .. ... ......... Burnsville, MN Merle A. Sampson .. .. Inver Grove Hts, MN Steve 1. Barnes .. .... .. .. . Chillicothe, MO Alan K. Lawson .. ... . .. .. ... Branson, MO Otis G. Madden ... .. . .... .. Louisiana, MO Jack A. Shepard . .. . .... . ... Columbia, MS Delbert Dinstel .. . ..... . . .. .. Colstrip, MT John Stewart ... . . ... .. .... .. Billings, MT 1. T. Bigge, Jr. ..... ... . . . Waynesville, NC William E. Campbell .... Morehead City, NC Tim M. Good . . . . .. ... .. .... Waxhaw, NC E. Dean Powell .. .. . . . .. ... . . Hickory, NC Donald G. Thies . . .. . . .. .. . . Randolph, NE Richard E. Cumming . . . . North Hampton, NH Nancy Ahlers . ... .... . ...... . Flanders, NJ Richard L. Hellmann ..... . . Bridgewater, NJ Jon T. Daffer . . . . . . .. . .. Albuquerque, NM James A. Jackson ... . .... Alamogordo, NM Edward Smith.. .. . . ..... Albuquerque, NM Ken Beatty . .. . .. .. . ... Incline Village, NY Dwight W. Coombe .. . ... Grahamsville, NY

Dino Degasperi .. .. ...... .. .. Merrick, NY Albert 1. Geniti . . .. .. . . .. . .. Warwick, NY William B. Jensen, Jr. ..... .. . East Port, NY William O. Spicer . .... .. .... Norwich, NY Robert M. Williams ..... . .. ... Albion, NY George 1. Baibak ... .... . .... . Toledo, OH Edward Holcombe .. . . . .. .. . Hallsville, OH Paul D. Hoskins... .... . . .. . Greenhills, OH Scott A. Knabe .. .... ... ... Cincinnati, OH Cap Whitney .... . .... . .... Columbus, OH George A. Winnie .... . . .. .. . ... Cecil, OH Christine Jackman ...... . ... Enterprise, OR Eugene E. Lacy ... .. .... ... Beaverton, OR C. William Lindsay .. ... .. . . Pittsburgh, PA Robert D. Tinlin ... . .. . . . ..... Beaver, PA Robert G. Batson .. .. . . ..... Lexington, SC Bill Masters .. .... . .. .. . . ..... Easley, SC Curtis D. Kreps ... . ... .. ... Watertown, SD Ronald K. Blilie... . .. . ...... Pasadena, TX 1. William Butcher ..... .. .... . . Plano, TX Kim Caffey.. ..... . ..... ... ... Friona, TX Frederick 1. Deyeso .... ... San Antonio, TX James E. Doyle ....... . .. .. .. . Hewitt, TX Gary W. Franklin . .. . ... ... . . Lubbock, TX Joseph H. Gallagher. ... .. .. . .. . Austin, TX John E. Lansden II .... ... .. McKinney, TX Gary Don Mahan . . . .. . .. Wichita Falls, TX John C. Mihealsick .... . The Woodlands, TX Paul Shacklette . ...... .... San Angelo, TX Joe 1. Strouse . ..... . .. ... . . Sugarland, TX Ben Wallace . .... . . . . . ....... Crosby, TX Jimmie Wildharber. ... . ... Georgetown, TX Jeffrey L. Gideon .. .. . ..... . Park City, UT Jim Sabodski ... . .. . . . .. Salt Lake City, UT 1. M. Parker ... . .. . . . .... Charles City, VA Carl H. Badgett ... .. . ... ... .. Everett, WA Ruth P. Berg . ...... .. ....... Tacoma, WA Robert W. Higgins ... . ... .. Anacortes, WA David A. Lill .. ... . ....... .. Spokane, WA James O'Toole..... ... .. . Moses Lake, WA James W. Stubner .. . . ... Mercer Island, WA Michael A. Beltz .. ........ . .. Warrens, WI David A. Bunch .. ... .. . . .. . Ellsworth, WI Todd D. Douma .. . . . .. . . .. Hortonville, WI Susan C. Eichman .... . .. . ... Oshkosh, WI Thomas J. Godfrey ... ..... ... Superior, WI Donald K. Julson . . ..... . .. Lone Rock, WI Gerald D. LaRoche .. .. .. . .. Waukesha, WI Richard A. Moldenhauer .. . . Brookfield, WI Donald A. Mosher .. . ...... . . . Neenah, WI F. Joseph Palzkill. . ... .... .. Eau Claire, WI Wallace R. Partlow . . ..... . .. Hayward, WI Brian P. Polsih . ... . .. .... New London, WI James Southworth .. . . ... ... . .. Chetek, WI Raymond M. St. John, Jr. ... . . . .. Beloit, WI William G. Waring . ..... ... Green Bay, WI Nathan Weigt ... . ..... . ...... Oregon, WI Jeanne E. Winkler ..... .. ..... Colgate, WI Mark R. Wrasse .. . .. . .. . . . ... Neenah, WI Gerald Clutter ... . .. . ........ Chester, WV Deborah Buell Coonts . ... . . . Arbovale, WV David Schober. .... . ... . . . .... Volga, WV Adrian S. Wolverton ..... . . .. Jackson, WY VINTAGE AIRPLANE

29

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A n inexpensive ad in th e Vintage Trader may be just the answer to obtaining that elusive part, ,50¢ per word. $8,00 minimum charge, Send your ad and pay­ men t to : Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number 10920/426­ 4828, Ads must be received by the 20th oftire month for insertion in the issue the second month fo llowing (e.g., October 20th for tire December issue.)

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EAAAviation Center, PO Box 3086, Oshkosh WI 54903-3086

MISCElLANEOUS BABBITT BEARING SERVICE-rod bearings , main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/233-6934. e-mail ramremfg@aol.com http://members.aol.com/ram­ remfg / home/ sales.html VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA99202.

FREE CATALOG: Aviation books and videos. How to, building and restoration tips, historic, flying and entertainment titles. Call for a free catalog. EAA, 1-800-843-3612.

CASTINGS: Stock and custom manufactured, exhaust manifolds, heads, water pumps, pulleys, air intakes, brackets, cylinder sleeves, blocks. Wax investment, plaster and dry sand molding .

Complete tooling and machining. MOTOR FOUNDRY & TOOLING, INC., 1217 Kessler Dr., EI Paso, TX 79907 USA, Ph. No. 915/595-1277, Fax 915/595-3167. ATTN : Valor D. Blazer.

GREAT LAKES 2T1A-SN200-New yel. tag fuse­ lage. 3 partially assembled wings with new spars & ribs. Spar & ribs for 4th wing plus extra new ribs.

Elev. and stab. primed. AileronslH stabilizer & rud­ der repairable. All parts from damaged alc. Full cowl, great condition. Complete alc inventory list of all parts missing or damaged. Warner eng.

165hp disassembled and complete . Excellent rebuildable core with good crankcases and cylin­ ders. $24,500. Contact: Brad Barrett, AI & AP, 903-464-5472 Pgr or 940-759-2786.

STRATEGIC SALE: STAGGERWING BEECH D17S. N4HX. SN6672 -Cream Puff-Total restoration by L.A. Humphrey and Ray Keesler '93.

Probably the only Bendix Fuel Injected (P&W IR­ 985-APS4) with 12.1 Blower. IFR panel including WX11A1Argos 5000/Garmin 150, etc. S-"TEC" 60-2 coupled auto pilot, oxygen, much more.

Current annual. Dove gray-red trim. $400,000.00 Contact Brad Barrett, AI & AP, 903-464-5472 Pgr or 940-759-2786.

TOOL PLANS-Build 'em yourself and save! Our English Wheel forms and restores cowls and other com pound curves like a pro. The Tubing Cutter/Notcher makes ready-to-weld cuts in sec­ onds ... with no filing! Build our Sandblast Cabinet for peanuts and clean and restore parts in your own shop! $7.50 each, all three $20. Brian Amato, 3871 Whispering Oaks Dr., Traverse City, MI 49686 or use VISA or MASTERCARD by calling (616) 946-1071 .

30 SEPTEMBER 1998

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http;ll.eaa.organd http;llwww.flyin.org E-Mail: Vintage @eaa.org

EAA and Division Membership Services 800-843-3612 • •••••.••••• • FAX 920-426-6761 (8:00 AM -7:00 PM Monday-Friday CST) • New/renew memberships: EAA, Divisions (Antique /Classic, lAC, Warbirds), National Association of Flight Instructors (NAFI) • Address changes • Merchandise sales • Gift m emberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory ....... .. ... .. ........... . . ... 732-885-6711 Auto Fuel STCs .. ... ......... .. 920-426-4843 Build/restore information .... .. 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education..................... 920-426-6815 • EAA Air Academy • EAA Scholarships • EAA Young Eagles Camps

Flight Advisors information ..... 920-426-6522 Flight Instructor information ... 920-426-6801 Flying Start Program ••••••••••• 920-426-6847 Library Services/Research .... .. 920-426-4848 Medical Questions ..... . ....... 920-426-4821 Technical Counselors .. . ....... 920-426-4821 Young Eagles .................. 920-426-4831 Benefits Aircraft Financing (Green Tree) .. 800-851-1367 AVEMCO ... .. ...... .... . ..... 800-638-8440 AVA ............... . .. ....... 800-727-3823 Term Life and Accidental .. . .... 800-24 1-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/ photo; advertising information 920-426-4825 ••.••••••.•.. FAX 920-426-4828

EAAAviation Foundation Artifact Donations ... .. . . ...... 920-426-4877 Financial Support .. ...•. ...... 800-236- 1025

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ­ ation, Inc. is $40 for one year, includin g 12 issues of SPORT AVIATION. Family member­ ship is available for an additional $10 annually.

Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for

Foreign Postage.)

ANTIQUE/CLASSIC

Division is available for $50 per year (SPORT AVIATION magazine not included). (Add $10 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA War­ birds of America Division and receive WARBIRDS magazine for an additional $35 per year.

EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign

Current EAA members may join the Antique/ Postage.)

Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year.

EAA EXPERIMENTER EAA Membership, VINTAGE AIRPLANE mag­ Current EAA members may rece ive EAA azine and one year membership in the EAA EXPERIMENTER magazine for an additional Antique/Classic Division is available for $37 per $20 per year. year (SPORT AVIATION magazine not included).

EAA Membership and EAA EXPERIMENTER (Add $7 for Foreign Postage.) magazine is available for $30 per year (SPORT AVIATION magazine not included).(Add $8 for

lAC

Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year.

EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC

Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

OCT. 2-4 - DA RLINGTON, SC - Darlington County Airport. A/C Chapter 3 annual Fall Fly -ln. Awards, major sp eaker, vintage films, good EAA f ellowship. Info: FAX to R. Bottom, 757/873-3059.

Fly-In Calendar The following list ofcoming events is fur­ nish ed to our readers as a matt e r of information only and do es not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA , Au: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Infor­ mation s hould b e rece i ve dfour month s prior to the event date.

SEPT. 18-20 - LOUISE, TX - 9th Annual "Under the Wire " Fly-ln. 409/648-2163.

SEPT. 18-20 - JACKSONVILLE, IL - 14th Annual By ron Smith Memorial Midwest Stinson Reunion. Info: 630/904-6964.

SEPT 19 - ASHEBORO, NC - Smith Airfield (25NC). Old Fashioned Grass Field Fly -In and Pig Pick-ln . Antique, Classic Sport and Warbirds welcom e. Info: JejJSmith 336/879-2830.

SEPT. 19-20 - STERLING, IL - Sterling ­ Rock Falls Whit eside Co. Airport (SQ1).

NCEAA Old Fashioned Fly -ln. Info: Do­ lores Neunteufel, 630-543-6743.

SEPT 24-27 - CH1NO, CA - 23rd Annual Cessna 120/140 Assoc. Fly -ln. HQ hotel: Ontari o Airport Hilt on, 909/ 980-0400.

Hosts: Eloise and John Westra , and Glen Porter 909/947-4456.

SEPT. 25-26 - BARTLESVILLE, OK - 41 st Annual Tulsa Regional Fly -In. Info: Charlie Harris, 918/622-8400.

SEPT. 25-27 - ATWATER, CA - Castle Air­ port (formerly Castle Air Force Base) Golden West EAA Regional Fly-ln. 1nfo: Lela Edson, 530/626-8265 or email: ed­ son@foothilLnet SEPT. 26 - OLATHE, KS - John son County Airport (OJC) . K.C Aviation Center spon­ sors the Seventh Annual EAA /FAA Fly -In and Young Eagle Flight Rally, hosted by EAA Chapter 868, Antique/Classic Chap­ ter 16, and th e FAA FSDO, KC Region.

Info: F. Blasco, 816/942-1745.

OCT. 4 - TOMAH, WI - EAA Chapter 935 lith Annual Fly -In Breakfast. Static display s, food,flea market, much more. 7 a.m.- 4 p.m.

Bloyer Field. 608/372-3125.

OCT. 8-11 - MESA, AZ - Copperstate EAA Fly-In. 520/228-5480.

OCT. 9-11 - EVERGREEN, AL - Southeast EAA Fly-In. 334/ 765-9109.

OCT 10 - NORTH HAMPTON, NH - No rth Hampton Airfield. 8th annual Pumpkin Patch Fly-In/Drive -In pancake breakfast, hosted by EAA Antique/Classic Chapter 15. Info: Joe Dian, 603/539-7168.

OCT. 10-11- WILMINGTON, DE - East Coast EAA Fly-In. 302/738-8883.

OCT. 17 - ADA, OK - 2nd Annual Plane Fly Fly -In, sponsored by EAA Chapter 1005.

Free foodfor fly -in pilots. All aircraft wel­ come. Info: Teny Hall, 580/436-8190.

OCT. 25 - ALAMOGORDO, NM - A lam­ ogo rdo-Whit e S ands Regional Airport (KALM) Airport Appreciation Day. Hosted

by EAA Chapter 251 and Alamogordo Avi­ ation Association. Spot landing andflour bombing, RIC model demos, breakfast and lun ch available. Info : Chapter 251: Ray Backstrom, 505/437-8962. AAA: Mau rice Morgan, 505/434-1487.

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- Continued from page 5­

at Tempelhof Field, Berlin and Bornstedt Field, Potsdam during the period August 19 to October 15 , 1909. My father was in Berlin at that time. But his photo does not look like the Wright Flyer to me.

The photo shows a plane with wheels, no canard, and with a hori­ zontal stabilizer, so unlike the Wright Flyer.

It is only recently that I took a good look at the picture, questioned it, and made a slightly larger copy of the original print. The original is not clearer than the enclosed copy.

Can this mystery be solved?

Robert Goodrich EAA 517445 , AlC 25955 766A Heritage Village Southbury, CT 06488 I'm sure it can, Robert, since we have a numb er of memb ers who will be able to identifY the location and airplane. You are correct in questioning th e identification as a Wright machine, it is not. But what it ex actly is it, and wh e n (and where!) was the photo taken ? It looks very much like a modified Curtiss pusher. a lot like the Lin­ c oln Bea chey Looper, but that airplane had its ailerons hinged to the wings struts, between the wings at the outboard ends of th e wings.

The ailerons on this airplane are not visible - they could be on the trailing edge of the wings, or wing warping could be employed.

The pilot is sitting well forward on the forward 'fuselage," with his feet resting on the extended axles of the front wheel. Could this photo have been taken at a World s Fair before WW-I? We'll await the let­ ters from those who can help us solve the mystery! -HGF ...

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