VA-Vol-31-No-11-Nov-2003

NOVEMBER 2003

VOL. 31, No. 11

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VAA NEWS/H.G. Frautschy

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AEROMAIL

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JOHN MILLER RECALLS EARLY AIRLINE ADVENTURES/John Miller

6 THE VINTAGE INSTRUCTOR EMERGENCIES ... REPORTS/Doug Stewart

8 PASS IT TO BUCK 9

PROP'ER BEHAVIOR THINK!/Buck Hilbert

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CRACKED AND CONTACT PROPER ENGINE PROPPING/Tony Mark

14

AIRVENTURE

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FAIRCHILD 22 IS IT RESTORING OR RECREATING?/Budd Davisson

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MYSTERY PLANE/H .G. Frautschy

26

NEW MEMBERS

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CLASSIFIED ADS

EAA

PUBLICA !J T.lo;::.:N IO IZ.S ~_ __

Publisher Editor路in-Chief Executive Editor News Editor Photography Staff Advertising Coordinator Advertising Sales Advertising/Editorial Assistant Copy Editing

TOM POBEREZNY scon SPANGLER MIKE DIFRISCO RIC REYNOLDS JIM KOEPNICK LEEANN ABRAMS TRISHA LUNDQUIST JULIE RUSSO LOY HICKMAN 913-268-6646 ISABELLE WISKE COLLEEN WALSH KATHLEEN WITMAN

VINTAGE AIRPLANE

Executive Director, Editor VAA Administrative Assistant Contributing Editors

HENRY G. FRAUTSCHY THERESA BOOKS JOHN UNDERWOOD BUDD DAVISSON

Front Cover: The rare Fairchild 22 has classic Art Deco lines. Pilot/restorer Tim Talen and owner John Thomason skirt a local rainshower near Oshkosh in John's newly-restored Fairchild 22 C7B . EAA photo by LeeAnn Abrams, EAA Cessna 210 photo plane flown by Bruce Moore.

Back Cover: "The Father Of Modern Aeronautics" is the title of Ulli Misegades ' watercolor dedicated to the pioneering German airman . His scientific methods of the investigation of mechanical flight helped pave the way for those who would follow. Ulli's painting garnered an Honorable Mention ribbon in the 2003 EAA Sport Aviation Art Competition. You can contact her in North Carolina at 919颅 303-8230 , or e-mail ullisart@yahoo.com

STRAIGHT

Be LEVEL

BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

lime marches on ovember already! It's hard to believe we're nearly done with 2003, and another year has slipped by. You might not be able to count on the weather, but you can be sure that time will continue to march on. I can confirm this fact when I look in the mirror each morning while shaving.

In life's "great plan" you can also count on the fact that there will be younger people to fill our place in life's tasks. Back in 1993, the VAA established the VAA Hall of Fame, intended to honor those individuals who in the past have made lasting "beyond the call of duty" contributions to the causes of vintage aviation and the Vintage Air­ craft Association. At the end of October we honored two such individuals, Al­ fred Kelch and Nick Rezich .

For a long time, Nick Rezich was known far and wide as "the voice of EAA." His colorful descriptions and announce­ ments during the EAA conventions in Rockford and Oshkosh brought a smile to the faces of many members over the years.

He was also a great promoter of vintage airplanes, both at the field with the many airplanes he and his brothers owned and at his bar, the famous Pylon Club near Midway airport in Chicago.

Al Kelch is one of the Antique/Classic elders, having been one of the Division's founding members. For a time in the mid-1970s, he and his wife, Lois, edited Vintage Airplane magazine. His enthusi­ asm for vintage airplanes led him to a directorship with the Antique/Classic Di­ vision, and he and his friend Claude Grey worked hard to create the core of the judging system we still use today to judge aircraft.

Every year, in conjunction with the fall VAA Board of Director's meeting, the VAA Hall of Fame inductees are invited to a gala dinner and presentation hosted by the VAA, lAC, NAFI, Warbirds of America,

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EAA, and the EAA Ultralight Council. If you know someone who has served vin­ tage aviation well and furthered the causes of the Vintage Aircraft Association, please submit your nomination to Char­ lie Harris, the chairman of the VAA Hall of Fame committee . The form can be found on the VAA website at www.vintage

aircraft. org/programs/nom ina ting. html.

We'll also be publishing the form in the December issue of Vintage Airplane .

We've extended the deadline for the nominee to be honored in 2004 to De­ cember 31,2003, so don't delay. You should also ask others who know of the accomplishments of your nominee to send in either a nomination form or a let­ ter of support of your nomination . The letter should detail the nominee's contri­ bution to vintage aviation. We look forward to reviewing your nominations!

Later in 2004, in conjunction with some planned changes to the EAA web­ site, the VAA will add another member benefit; we'll have a "members only" section to the VAA website . We'll add content from Vintage Airplane maga­ zine, plus other educational materials.

If you have any suggestions regarding the type of material you'd like to see on the VAA site, please feel free to contact your magazine's editor, H.G. Frautschy, at vintage@eaa.org.

We've had some good news on the Chapters front-we've had four new ap­ plicatiOns sent in for VAA Chapters. We'll let you know who they are once their charters have been sent out.

Before the weather turned this fall, I at­ tended the VAA Chapter 3 fly-in in Darlington, South Carolina. The past few years the organizers have had to contend with a rainout, with only the hard-core members driving in. This year the weather could not have been more perfect, with clear skies, warm days, and cool nights .

By Friday afternoon about 7S airplanes were on the field . The Friday night "pig

pickin'" had at least a couple hundred people enjoying the pork and fixings.

By midday on Saturday more than 220 airplanes were in attendance, and many of those pilots and crew stayed to enjoy a great banquet and guest speaker.

It's always great to sit down and visit with friends you see only once a year.

I'm sure I'll see many of you on the Outer Banks of North Carolina during the Centennial of Flight celebration at the Wright Brothers National Memorial in Kitty Hawk. Be prepared for any type of weather. It could be the nicest 7s oF day you can imagine, or you could find yourself standing in the middle of a Nor'easter, with 40 mph winds and rain.

Let's hope for something in the middle; we need a bit of a breeze for EAA's Wright Flyer! I'm really looking forward to this event, and if you've already got your tickets (they're sold out for December 17, but not for the other days), I'm sure you're counting down the days, too.

As a member, you can help your asso­ ciation by asking a friend to join us and enjoy Vintage Airplane magazine . You might even consider giving a member­ ship as a Christmas present! What a neat surprise for them to find in their Christ­ mas card. I've done it for folks I know, and they later became active members.

If your buddy's wife or husband is struggling for an idea, suggest he or she give a gift membership. It's easy to do: Just call EAA Membership Services at 800/843-3612, and they'll guide you through the process.

Let's all pull in the same direction for the good of aviation . Remember, we are better together. Join us and have it all. .......

Butch VINTAGE A IRPLAN E

YAA NEWS

EAA Seeks Additional ADlZ-Grounded Aircraft Only six aircraft owners met the September 12 deadline to submit informa tion to the Transportation Security Administration (TSA) for relocating their noncompliant air­ craft from the Washington, D.C., Air Defense Id ent ification Zone (ADIZ). Because of the low response, TSA did not issue blanket relocation procedures via a Notice to Airmen (NOTAM) as originally proposed.

In stead, TSA planned coordinated egress procedures directly with the individual aircraft owners, the FAA, and security interests.

EAA is concerned th at there may be addi ti ona l aircraft and ul­ tralight vehicles based within th e ADIZ that are currently ground ed because they do not hav e two­ way communicat ion and/or transponder capabilities. If yo u are based within the ADIZ, own an aircraft/vehicle that is grounded, or know of someone with a grounded aircraft, please notify EAA as quickly as possible. EAA will gather required information and work with TSA to develop fu-

ture egress opportunities for own­ ers who either missed the original deadline or were not aware of the original relocation plan.

Send the following informa ­ tion to EAA Vice President of Government Relations Doug Macnair at govt@eaa.org, or you may call the EAA government programs office with the infor­ mation at 920-426-6522.

A. Aircraft owner's full name B. Pilot's full name (if different from aircraft owner) C. Contact telephone number(s) for A and B above D. E-mail addressees) for A and B above E. Aircraft tail number F. Location of aircraft, including latitude and longitude coordinates G. Aircraft radio capabilities H. Aircraft transponder capabili­ ties

Interested in Becoming an NDPER? Attention: Vint age and War­ bird DPEs, PPEs, and CFIs If you're an FAA designated pilot exa miner (OPE), a pilot proficiency

EAA AirVenture Forums

Available on Cassette

EAA AirVenture Oshkosh daily forums provide a wealth of avia­ tion information; on average more than 100 forums occur each day of the convention. As a serv­ ice to those unable to attend particular forums , EAA member Dave Yeoman and his wife, Mary, have recorded nearly all of the fo­ rums held since 1972 (about 7,000 of them). These recordings can be valuable historical resources for everyone. You can purchase a cas­ sette recording for $8 per forum, with an additional $1 shipping charge per order. Dave's website (www.forums4.us) lists the forum titles for each year back to 1997; a complete list of all forums since 1972 can be pur­ chased on a personal computer (PC) floppy disk format for a $1 charge.

For more information, e-mail dave@(orums4.us or call 319-377-4188.

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NOVEMBER 2003

WORKSHOPS

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Fill in the Gaps If you're an ace welder but new to fabric covering, consider taking a weekend fabric covering class through the EAA SportAir Workshop program. It's one of the dozen hands -on classes­ from composite construction to test flying your aircraft-listed at www.sportair.com. Complete class descriptions, da te s (through March 2004), location, fees, an­ swers to frequently asked questions, and online registra­ tion are posted there . Class size ranges from six to 20, depending on the class, so register early to reserve your spot.

examiner (PPE), or a certificated flight instructor (CFI) in vintage multiengine aircraft, it would not take much more to become an FAA national deSignated pilot examiner (NDPER) and/or an FAA national deSignated flight engineer examiner (NDFEER).

To do so, you must meet the fol­ lowing minimum requirements: • Hold a current FAA OPE certifi­ cate • Have been an FAA OPE or an FAA PPE for at least one year • Hold a current FAA Class II med­ ical certificate • Hold a minimum of two typ e ratings, LOAs, and/or author­ ized experimental ratings in multiengine vintage aircraft • Have a proven background in­ volving the operation of multiengine vintage aircraft • Hold a current EAA membership • Be willing to travel EAA and FAA encourage multi­ engine vintage aircraft p ilots who

do not meet the above minimum requirements to work toward eligi­ bility by becoming either an FAA DPE or an FAA PPE. Appointments for either the DPE or the PPE are handled through your local Flight Standards District Office (FSDO).

To determine the national need for such examiners and/or for h elp in processing your DPE or PPE ap­ plication through the FSDO, contact JD Martin, FAA National Program Manager for Vintage and Surplus Military Aircraft, at 847­ 294-7150 or j.d.martin@(aa.gov.

For other questions on the ND­ PER and the NDFEER programs, contact Verne Jobst, EAA ND­ PER/NDFEER Program Manager, 815-385-7277; JD Martin (see

above); or Randy Hans e n, EAA NDPER/NDFEER Program Admin­ istrator, 920-426-6522.

OBITUARIES

William "Bill" Turner Aircraft builder and lifelong avi­ ation lover William "Bill" Turner, EAA 26489, di ed at 81 in Califor­ nia on September 24 after a lengthy bout with prostate cancer.

He served on the EAA Foundation Board of Directors when EAA called Hales Corners, Wisconsin, home.

"EAA was so important to him, and he was such a part of EAA," said his son, Willie Turner. "He'd been battling it (cancer) for a long

Centennial Celebration's Final Day Sold Out Organizers of the First Flight Centennial Celebration at the Wright Brothers National Memorial in Kill Devil Hills, North Carolina, December 12­ 17, have declared December 17 a sellout and expect 35,000 people to commemo­ rate the 100th anniversary of the world's first powered flight. Weather permitting, EAA's authentic reproduction of the 1903 Wright Flyerwill re-create that first flight at 10:35 a.m., precisely 100 years later to the minute. EAA Young Eagles Chairman Gen. Chuck Yeager will follow the commemoration with a ceremonial flight with the one-millionth EAA Young Eagle.

Individual one-day tickets for December 13-16 are still available at $10 per day, $5 each for senior citizens, age 62 and older, and disabled individu­ als. (December 12 is a non-ticketed day.) EAA's Countdown to Kitty Hawk touring pavilion, presented by Ford Motor Company and supported by Mi­ crosoft Flight Simulator, Eclipse Aviation, and Northrop Grumman , will make its final appearance during the six-day celebration. Themes for the other five days are as follows: • December 12-lgniting the Imagination • December 13-14-Remember the Past, Imagine the Future • December 15-Protecting the Home of the Brave • December 16-ln History's Footsteps, Celebrating 100 Aviation Pioneers Remaining tickets for December 13-16 can be ordered online at www.wrightbrothers.reserveworld.com. or by calling 800-973-7327 (301­ 722-1257 outside of the United States).

PHOTO COURTESY OF THE WR IGHT STATE UNIVERSITY

time, but he never gave in . . . he fought it until the second he died."

Among the 11 aircraft he built were remakes of the Brown B-2 Miss Los Angeles; a Gee Bee Z; Miles and Attwood Special; de Havilland Comet; Benny Howard's Pete; PobJoy Racer; and the Laird-Turner Champion. The Gee Bee, Brown B-2, and Miles and Attwood Special can be seen in action in the Disney movie The Rocketeer. Be­ fore everyone headed out to EAA AirVenture Oshkosh this year, Bill's family and friends held a living me­ morial for him at Flabob Airport to pay tribute to him.

Harold Hauck The highest-time Ford Tri-Motor pilot, Harold Hauck, age 81, passed away August 23,2003. Hauck was the chief pilot for Island Airways, the last regularly scheduled airline to use the Ford in regular passenger service. He logged more than 15,000 hours in the Tin Goose over a 31-year period. He also served as the airport manager for Put-In-Bay, Ohio. Countless tourists and local folks got a vintage taste of flight, 1920s-style, on one of the regular tour flights Hauck also flew in the Ford. The Island Airways Fords were cargo carriers, aerial ambu­ lances, and flying school buses for many who lived on South Bass Is­ land and the surrounding area of Port Clinton, Ohio. .......

VINTAGE AIRPLAN E

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At that time he was neither a man of war nor a pacifist. His social and aca­ demic status both made the patriotic support of his country at the start of World War I a matter of course. His recent scientific work led him to design military aircraft; his industrial background made metal the natural choice as building mate­ rial. Steel (not iron) was a forced choice, though, because at that time the very lim­ ited supply of light alloys was strictly reserved for the construction of Zeppelin airships . Thus , his first aircraft was cov­ ered with sheet steel rolled to razor-blade gauge (.008 inch).

By the time duralumin, an alloy of alu­ minum with 1.5 percent copper, became available in sufficient quantities, he had found that thin sheets of this material could be stiffened by adding corrugations during the last stages of rolling the sheets.

This added stiffness of very small-gauge sheet metal was the one and only reason for the typical Junkers "wrinkled skin."

Junkers had no need to turn pacifist at the end of World War I; he was a realist.

He saw the potential of air travel and made a determined effort to help it along.

His way of driving his design team during the development of the F 13 may seem to have been tyrannical, but he drove himself like the rest. The result was the first flight of the first purpose-designed aircraft for passenger transport just six months after the armistice. The number of sales (322) and the length of the production run (1919 to '32) bear witness to his judg­ ment and farsightedness.

Not typical so much of Hugo Junkers but of his whole generation of industrial leaders was the desire to make his air­ craft company independent of external engine manufacturers by developing his own line of very efficient aero engines.

Given a little more time, it is not unlikely he might even have beaten Daimler-Benz in this field, as by the time of his forced retirement he had already passed BMW. By the time the Nazi government came around , Professor Junkers was 74 years old. It is of little importance today whether he disagreed with their ideas or only their manners , as old men for cen­ turies have with parvenus. Even had he agreed with them, it is doubtful that he would have been allowed to retain control of his far-flung enterprises for long, nor if

AEROMAIL

Professor Hugo Junkers Reference: Your article in Vintage Airplane, May 2003 Sir, I read your article with great interest.

On most technical aspects, I fully agree with you; on some, I have some com ­ ments, of which more later. But in your assessment of the person of Professor Junkers you are way out-but you stand excused, the old gentleman has been dead close to 70 years, and though he was a legend in his lifetime , few under­ stood him, even then.

First of all, you mention his status as an industrialist, but completely omit mention of his second career as an academic teacher. However, that was a sequence of cause and effect. In 1888 Junkers started work as an engineer under Nikolaus Otto, inventor of the internal combustion engine , at Deutsche Continental Maschinenfab­ rik . Within five years, he started his own company to build gas-heated wate r boil­ ers of a type he had invented and patented. He designed them in just the right size to heat a bathtub-full of water in 10 minutes, thus for the first time making hot running water available in the rental tenements that were being constructed in all European cities at that period to ac­ commodate the growing industrial labor force. Success brought recognition , recognition brought honors: in 1897 Junkers was awarded the chair of the de­ partment of thermodynamics at Aachen University.

There he was asked by a technically less skilled colleague to help in the de­ sign of a glider aircraft. Thus introduced to the budding science of aviation, he de­ signed and patented (but neither built nor flew) a canard-shaped glider in 1909, and in 1911 at his own expense erected the first wind tunnel on university premises.

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NOVEMBER 2003

he himself would have wanted to.

There is prolific Junkers literature in and out of print in the German language. I have no doubt a lot of it also exists in English. I only tried to raise a few of the most salient points in this letter.

Happy Landings!

Gerhard K. Jantsch Lt. Col., German Air Force (retired) P.S. In your leadoff paragraph you voice the opinion that F 13 pilots entered through the passenger door and worked their way forward. Not so! They mounted over the wing like their passengers, but took an additional step forward and en­ tered their cockpits from above in the approved style of the period. The passen­ gers were afforded the luxury of a solid bulkhead, plus the cockpit space, be­ tween themselves and that noisy engine.

Other aircraft makers took years to imi­ tate this feature.

Junkers did, by the way, build military aircraft after WWI and before the Nazi takeover-at the instigation of neutral governments like those of Denmark and Sweden. Originally, only design work was done at Dessau, construction being un­ dertaken by subsidiaries established in the ordering countries for the purpose. Af­ ter 1925, when Allied supervision was relaxed to some degree, the airframes were built at Dessau and then flown to the ordering countries for integration of military equipment.

The first attempt to "militarize" a post­ war Junkers aircraft was made as early as 1920 in the United States by a U.S. citi­ zen of Danish ancestry named John Larsen. This gentleman had traveled to Europe right after the war with the inten­ tion of selling war surplus U.S. aircraft to European governments. When he became aware of the success of the F 13, he went to Dessau and negotiated a contract for the sole distributorship of this aircraft in the United States. He won his contract and went back home in December 1919, having placed firm orders for 10 aircraft and obtaining options on a further 100.

When he found that his home country was not nearly as ready for air travel as Europe was at that time, he tried to sell the F 13 to the U.S. Army as what we would today call a close support aircraft. continued on page 25

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n 1936 I was flying as a copilot for United Air Lines (UAL). I was learning a lot from the old-timer captains who had been flying the Post Of­ fice Air Mail Service in the old DH-4 open-cockpit biplanes of World War I vintage with Liberty 400-hp engines. The flying in those days was entirely visual, for instrument flying had not been invented. They had flown the mail day and night under incredible weather con­ ditions, and a number of them, about 40, lost their lives.

When National Air Transport (NAT) took over the airmail con­ tract between New York and Chicago, the surviving pilots of the Air Mail Service transferred to NAT. By the time I joined, NAT had combined with Boeing Air Transport to become United Air Lines so I was able to fly the dif­ ferent divisions to Oakland, California. Also, by that time the old-timer pilots had become profi­ cient instrument pilots as a result of Howard Stark teaching the chief pilots how to use the Sperry turn indicator (see May 2002 issue of Vintage Airplane).

In 1933, after the artificial hori­ zon and directional gyro had been developed, UAL started flying th e first mod ern airliner, the Boeing 247, replacing the old Ford tri-Mo­ tor. The 247 was an all-metal, low-wing twin-engine monoplane with electric retractable landing gear and a tailwheel. By 1936, the fleet of Boeing 247s had been con­ verted to the Model 2470 with

Pratt & Whitney geared radials of 550 hp. They had automatic mix­ ture control and constant-speed propellers, but the propellers would not feather.

These were the first airplanes that were fully de-iced by the same type of pneumatic boots still used today. There was alcohol de-icing on the propeller blades, the carbu­ retor air intakes, and windshields.

The big hemisph erica l propeller spinner was covered with porous rubber that was soaked with glyc­ erin to prevent icing. This was the first airliner with all these features and equipment. All of th e alu­ minum alloy was gray anodized, such as used on propeller blades today. Control surfaces were fabric covered . No flaps. The 2470 car­ ried two pilots, a flight attendant, 10 passengers, and a lot of cargo. I don't recall the gross weight, the actual payload, or other weights.

The 2470 was a greatly ad­ vanced aircraft in its day, but the fuel capacity was too low, approxi­

mately 273 With a cruise speed of about 150 mph at about 80 gph, there was just enough for a little reserve against an average head wind from the Newark air­ port to the Cleveland airport, about 410 statute miles-not the FAA reserve required today. This shortage of fuel caused many ad­ ventures, so the company maintained a fueling station at a Department of Commerce emergency field at Kylertown, located in the coal-mining district of central Pennsylva­ nia. This was a grass field with its longest runway lower in the center than the two ends. It had a beautiful double-ended hangar so that two 247Ds could taxi in, one behind the other and then, after refueling, taxi out the other end.

Refueling was done in the heated hangar from fuel pits, and there were heating fans overhead with canvas tubes for preheating the engines. There was an office, a shop, radio room space, and excel­ lent facilities for the passengers while the planes were being refu­ eled or in case of weather delays.

There were no hotels for many miles since the location was really in the outback.

UAL had its own little loop-type radio range station on the field for instrument approaches. Those low­ frequency range stations were rather tricky in mountainous ter­ rain, which had the effect of causing multiple courses and false "cones of silence," so the pilots had to be very cautious when they used them. ~ VINTAGE AIRPLANE

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THE VINTAGE INSTRUCTOR

Emergencies

• • •

reports

DOUG STEWART

everal years ago I had a job flying a Piper Mirage for a wonderful elderly lady. In the winter this airplane became a snowbird, shuttling the lady and her many friends and family from the icy skies of New England to the sun and warmth of Southern Florida.

During this period of time I was es­ tablishing a love/hate relationship with the Mirage.

Although the airplane was capa­ ble of flying high and fast, it kept me constantly alert for something to malfunction. Things like a gear light going inoperative or the au­ topilot having a brainfart and wanting to fly right through a pre­ selected altitude were typical. At least it kept me on my toes during the long hours of en route flying.

It was essential to keep a constant scan going including not only the flight instruments, but all the en­ gine instruments and annunciators as well.

Because of the complexity of the aircraft, insurance requirements mandated annual recurrent train­ ing. During the recurrent training I had received that year I learned that one of the things that had been failing on the Mirage was the turbocharging system. What would typically happen is that an oil seal would fail in the turbocharger, causing it to seize. The loss of oil would then lead to the second tur­ bocharger failing, and soon thereafter the engine would seize.

Fortunately the Mirage was a 6 NOVEMBER 2003

S

great "cabin class" glider. Its long, clean wing yielded great gliding characteristics. So if you were high enough when the engine failed, you could travel quite some dis­ tance before having to commit to a landing. I had even heard of an instructor who had managed to travel 50 miles down the Florida coast, riding the thermals that ex­ isted not far offshore, during a simulated power failure.

On one particular flight back to Great Barrington from Florida my passengers consisted of the owner of the airplane, her teenage god­ daughter, and a sedated cat.

Because we were at flight level 210, the route always took us out over the Atlantic from the Del-Mar-Va peninsula toward the eastern end of Long Island. Ahead was an area of cirrus. As I turned on the pitot and stall warning heat, I had a strange foreboding feeling entering the clouds.

We had not been in the clouds for much more than 10 minutes when I heard a loud, high-pitched squealing. Taking my headset off made the squealing louder, but I couldn't determine the source of the noise. I intensified my scan, paying particular attention to the ammeters. On a previous flight we had had alternator trouble, and I thought the squealing might be coming from one of the alternators singing its swan song.

All of a sudden there was a "POP" as the cockpit windows in-

stantly fogged up and the acrid smell of hot oil filled the cockpit.

My eyes went to the manifold pres­ sure gauge where I saw that the manifold pressure had dropped significantly. A quick check of the pressurization gauge showed that the cabin pressure had jumped up to 12,000 feet from 8,000 feet. A sickening feeling hit my stomach as I realized we had just lost a tur­ bocharger.

I quickly called New York Cen­ ter and said, "Uh... New York, 93Q ... we've just lost a turbocharger.

I need a turn to the nearest air­ port ... NOW!" Center responded: "93Q turn heading 260, Atlantic City is 52 miles to the west. Do you want to declare an emergency?"

My response was negative. My flawed thinking was that the en­ gine was still running. My training had told me that it was quite prob­ able that in a short time the second turbo would fail, followed in quick order by the engine, and then I would get to experience just how good a glider that airplane would be. I would declare the emergency at that point.

Center instructed me to de­ scend to FL 190, which I refused.

If I was to become a glider, with land more than 30 miles away, there was nothing as useless as al­ titude above me. Looking up the Atlantic City ATIS frequency on the en route chart, I dialed it into the number two comm, and lis­ tened as the ATIS reported

300-foot ceilings with a half-mile visibility, using the ILS to Runway 13. I quickly dialed in the local­ izer frequency, figuring that if the engine quit I could at least track the localizer back course, and if luck were with me, I might get myself to the airport.

As I got closer to Atlantic City I asked Center for lower. The Storm­ scope showed that I would have to descend through a small cell, but I was willing to take the risk and remain on the localizer, track­ ing straight in to my destination.

As I descended I started to regain manifold pressure, but I also started to pick up some ice.

Strangely, the ice was forming on the top of the wing, where the center of pressure was.

Descending through 8,000 feet I was passed to Atlantic City Ap­ proach Control. They asked me if I "minded" if they brought a Lear in front of me. I thought that a strange request. ATC had never given me that kind of option before. Since my manifold pressure had now sta­ bilized, I saw no problem with "letting" a Lear in front of me, espe­ cially since I still had altitude to lose, and distance to cover.

The engine was still running okay, and manifold pressure had normalized, as I no longer needed a turbocharger to boost the pres­ sure. As I turned to the base leg for the ILS I was passed to Atlantic City Tower. Just as I hit the flip­ flop switch on the radio I heard the tower contro ller saying: "Sorry, the airport is clos ... " My heart came up into my mouth. I thought the airport had gone zero/zero. What would my op­ tions be now? The engine hadn't quit yet, but .... The controller continued : " ... ed for an emer ­ gency." My mind had been racing way ahead of the controller, but the realization now dawned on me that I was the emergency.

As I broke out at just under 300 feet, I could see yellow emergency vehicles parked at every taxiway intersection, red lights flashing.

Although I had never declared an emergency, ATC had declared the emergency for me . I was being given priority service. That is why

follows the

declaration of an

emergency ... ?

Declaring an

emergency

would have given

me priority

treatment.

approach had asked me if I "minded" the Lear going in ahead of me.

The worst part of the trip now lay ahead of me. I had to drive from New Jersey to Massachusetts with a teenage girl that couldn't stop talking, leaning in the space between the two front seats chew­ ing and popping her gum when she wasn't talking. Beside her in the back seat was a very ill cat.

The cat didn't stop voicing her discontent except when she was voiding herself through every ori­ fice available.

The drive gave me ample time to think about the events that had just transpired. Why had I not de­ clared the emergency? Was it the dreaded "paperwork" that follows the declaration of an emergency (so it is falsely said)? Why are we, as pilots, so reluctant to declare an emergency? Declaring an emer­

gency would have given me prior­ ity treatment. And so what if I had been found negligent, or careless, or reckless. At least I would be alive to defend myself.

It made me think of the Co­ lumbia Airlines tragedy on Long Island. The crew told ATC that they were "fuel critical" but never declared an emergency, and thus were vectored back around on a missed approach to sequence be­ hind other traffic. How many lives were lost when they ran out of fuel before getting back to JFK? It is true that ATC can declare the emergency for you, as they had in my case, but how many con­ trollers would do that? Many controllers are not pilots, and in many cases are ignorant when it comes to analyzing a potential emergency. A tower controller at Danbury, Connecticut, did not think it necessary to declare an emergency for the pilot who stated, after his engine started to run rough, "better get out the equipment." The pilot was not given priority sequenCing (hav­ ing not declared an emergency) and ended up having to go around, and when the engine quit for good on the go-around, he crashed.

So if you find yourself in an emergency situation, do not hesi­ tate to declare the emergency. In numerous cases you will not have to file any report of any kind. Re­ member, the regs say, " ... shall, upon reques t . .. file a report" (ital­ ics are mine).

They do not say that you have to file a report. And if you do?

Wouldn 't it be better to stand in front of six people , explaining your actions, than having six people carry you on their shoul­ ders ina box? Declaring an emergency might very well be the defining moment that takes you from being a good pilot to being a great pilot!

Read more about Doug's work at www.dsflight.com. .......

VINTAGE AIRPLANE

7

CK

BY

E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION, IL 60180

Proper Propping

eading the incident reports on propping accidents leads me to believe that it's time for a refresher on this sub­ ject. It's been about thirteen years since I did an article entitled Prop'er Behavior in the March 1990 Vintage Airplane magazine. Maybe we can get our editor, H.G. Frautschy, to reprint this one. The thought that maybe it's time to take a look at it again was triggered by a recent experience with a malfunctioning Magneto switch.

This little switch, especially the old A-7 and A-9s that were prevalent on the early and late '40s airplanes, Porterfields, Pipers, Aeroncas and the like, are a trap all in themselves.

Most people rea lly don't understand the switch and what it does and doesn't do. (For a good look at its in­ nards, review the Type Club Notes article published in last month's Vin­ tage Airplane. Steve Krog and Bob Gehring really did a bang-up job on explaining the A-7 switch.)

It's properly labeled, with all posi­ tions suitably marked OFF, RIGHT, LEFT and BOTH. When the switch is in one of those marked detents, that's where you are. Take it any­ where out of any of the detents and yo u are in BOTH! Yes, that's right.

Just nudge that lever from the OFF position, halfway to the next detent, and you are in BOTH. Once in the detent you are in the selected mode, but anywhere out of any detent, and I can't stress it enough, it's effectively on BOTH. When someone is out front and about to prop you, make certain, very, very certain, that when he calls for "Switch Off" that it is in fact in that OFF detent. Even then, these old switches, and they are old, can have an internal problem. They were manufactur ed with internal soft

R

8

NOVEMBER 2003

brass contacts. Years of use have sometimes bridged these contacts with a swiped layer of residue that all but renders the switch pOSitions useless and unreliable.

Remedy? Check that switch with the continuity section of an ohmme­ ter, and see if it is functioning like it's supposed to. And until you do have a chance to check it out, treat that front end with its meat chopper as though it's hot all the time.

Don't ever make love to a pro­ peller. Don't grab it with two hands and pull it through. Keep head, arms, legs and any other body parts out of th e plane of rotation . These things can hurt you, and they will if you are the least bit overconfident or careless. [ think back to years ago when I had the Fleet II we called "Him." He was a real fun machine, and with that Kinner B-54 up front, it was a perfect match for experiencing all the delights of flight in an open cockpit airplane. [ took it to Oshkosh many times, and eventually passed it on to author Richard Bach, who wrote books about his barnstorming across the country with the airplane.

It was a real "smiler" and a fun flyer.

But, and this actually happened at Oshkosh, one of the most experi­ enced hand prop men I've ever known, Bill Haselton, offered to prop me. Now this guy knew Kinners . He knew that all it takes is to pull the prop past compression and when that impulse snaps you better be out of the way, cause it's gonna run.

Well, it got him! He was just posi­ tioning the prop when it snapped and "bit" him. The smack from that prop broke his thumb and severely bruised his hand.

I'd be the first to say, it wasn't his fault. It was a mechanical malfunc­ tion of the impulse coupling that

caused mistiming of the ignition from that mag. It was so far advanced that when it snapped, the prop ro­ tated backwards and "got" him. But he had made the mistake of being overconfident around that prop. We fixed the problem and never again had an incident.

I can relate a similar experience, several of them, over the years, and I'm aware of others who have had similar experiences. The cockpit oc­ cupant affirms that the switch is placed in the OFF position, and it re­ ally isn't due to some malfunction of the switch or the mag itself.

One incident I get chills just think­ ing about occurred in the hangar, with the door closed, and within mi­ cro inches and seconds from being a complete disaster. I was working on the tail wheel of a Ryan STA. My PT­ 22 was parked immediately behind the tail of the STA with the prop about 3 feet from my backside. I was sitting on a milk crate, with the tail of the STA elevated so I could get at the tail wheel. A friend was immediately behind me, leaning on the prop of the PT-22 and watching me work. He was looking over my shoulder, offer­ ing advice, and otherwise trying his best to annoy me.

He reached behind himself and re-positioned the prop for a more comfortable backrest. That Kinner R­ 55 magneto impulse snapped, and the engine fired! Fortunately, and I do mean fortunately, the fuel was off, and the prop only rotated about four times, narrowly missing his calves, brushing his butt, and com­ ing to a stop.

I came out from under that STA like I was shot, jumped into the PT­ 22, and sure enough, the switch said OFF. Ten minutes later we had the switch opened up on the bench, and

were staring at the bridged brass contacts. We went into the junk box, retrieved another switch, opened it up, and found beginning traces of the same problem. So much for that story.

It did promote one procedure I have talked about and practiced ever since. If you move a propeller in the hangar, or in a confined space, or anywhere, treat it like it's hot and if you are repositioning it for appear­ ance, or some other reason, turn it backwards. That way it'll never fire (the impulse on the mag can 't trip when it's rotated backwards) and catch you by surprise.

This also precipitated a couple of other procedures I've adhered to over the years. The last flight of the day on taxi-in, I always do a mag check. It only takes a minute or so to do a mag check and check that OFF position just before you shut down. That way, there are no sur­ prises when you come out for the next flight.

I added another procedure to absolutely ensure that the engine will not run after shut down. I turn off the fuel selector and let it run out of gas. It can ' t possibly run without gas, unless someone opens the primer.

And be sure, very sure, that if you are going to do the propping that there is a "qualified" person in the cockpit. How do you get a "quali­ fied" person at the controls?

You qualify him or her, with an adequate briefing. Don't "short brief" that person! Make very sure that they know exactly what to do, how to do it, and how to stop, shut down, or handle the situation if something unexpected comes about.

I think re-reading that March 1990 article would be a good re­ fresher. How about it, H.G.? Is it time to reprint it?

And with that, it's "Over to you,"

((

-:BCi.~

If

Your wish is our command, Captain Buck, so next we present Prop'er Behavior.

Prop'er Behavior

Think!

E.E

"BUCK" HILBERT

During the summer of 1940 when I was a lineboy at the old Elmhurst Airport west of Chicago, we were running in a newly over­ hauled engine. In those days, there was a regular schedule for break-in after the overhaul was completed.

We ran them up at half-hour inter­ vals at increasing rpm until finally, after about four hours we brought them up to take-off power. Only then was it allowed to fly. Quite a difference compared to today.

Nowadays, you just put the power

to it and fly at full throttle for the first hour.

Anyway, there sits this Cub with the stick tied back and the engine running at about 1,000 rpm, unat­ tended, doing its own break-in. I hasten to add that this airplane did not belong to us. Harbicon Air­ ways would never do a thing like that! (Now I'll tell you about a cer­ tain bridge you can buy.)

Well, this fellow is posing his girlfriend alongside our Porterfield PL-SO. He has her standing by the VINTAGE AIRPLANE

9

door, liquidly draped around the wing strut and he's trying to get her into the frame of that little camera. Some of you remember those box cameras with the neat viewfinder on the top. The trick was to put the subject squarely in the frame. It required stooping over and shading the viewfinder with one hand while you backed up for the focal length. You guessed it! With all of us shoutin' and hollerin' he got a rapid 1,OOO-rpm spanking! He never got the picture, and I'll never forget that moment. We all had a good laugh about it later, but "Spanky" never lived it down. For years af­ terward he would drop his pants to show people the result of his encounter. It didn't read Sensenich or Flottorp either.

I propped many airplanes as the years went by and made a study of propping. Some engines were easy; some were downright recalcitrant.

The easiest of the lot are the Kin­ ners and R-98Ss such as on a BT-13. The Kinner will start every time with those Bendix mags throwin' a spark an inch and a half. You don't really prop the Kin­ ner, you just gingerly pull it past compression and get the heck out of the way. I've had them back up on me and catch from the wrong way when they're too lean, but they'll go on the next pull. Again, it takes extreme care to be ab­ solutely sure it isn't "hot."

A year or so after the incident I mentioned in my column in this month's issue, I was alone out front of the hangar at the same airport and I was going to take my two youngest kids for a ride in our Champ. I'd just gassed up and added a quart of oil (my number one son always seemed to leave the airplane empty and down a quart) and was ready to aviate.

There wasn't anyone else within close range, so I elected to prop it myself. I had the two kids side-by­ side on cushions in the back seat under the one belt. I put my right foot in front of the right tire and 10

NOVEMBER 2003

propped it seaplane style from be­ hind. I was between the prop and the door. Just as I snapped it through, I heard my daughter say, "I'll help you, Daddy," and she shoved the throttle forward. It caught, of course, and there I was in a helluva predicament. My right foot is the chock, the door won't let me get to the throttle or the switch and the engine is turnin' about 1,700 rpm. I'm dancing around in a circle trying desper­ ately not to lose it! lf I pull my foot out from in front of the wheel, it'll go for sure. I can't get around the door and under the strut, I can't grab and stop the prop at 1,700 rpm without chop­ ping my arm off, and I'm literally helpless. About the second I'm ready to give up and let it happen, the front door of the office bursts open and one of the guys comes running out to cut the switch. I would have kissed him if I had the strength, but all I could do was sit down and mumble my thanks­ over and over again.

Shortly after this one, I was at the old Chicagoland Airport one day when a friend of mine who owned a T-6 had an experience. He was parked between two rows of airplanes and decided to prop the "Six." The battery had died long ago and, like most of us in the 1960s, he couldn't afford to buy a new one. He had been propping the plane for years so it should have been no problem. This time, though, through a mismanaged mess-up, it started and went to 1,600 to 1,700 rpm like right NOW! Normally an R-98S or 1340 will fire, mutter, spang and gradu­ ally accelerate to idle so slowly you can leisurely walk around the wing, crawl up to the cockpit and still have time for a coke and a sandwich before it finally clears its throat. Not this time. It tore down the line and went through two air­ planes before it wrapped itself up in one of those cast-iron Navions.

Paul himself had quite a problem there. You can imagine how much

insurance he had since he couldn't even afford to buy a battery. It took him several years to payoff the damages to the other airplanes and he trucked his T-6 home, where it sat until he died.

Same airport, same scene-al­ most the same tiedown. The STA had been flying for about four years. Our trusty Red Baloney is going to take his niece up for a ride. There was no one around so he put her in the front seat, set up the engine controls, told her to hold the brakes, and started pulling through the prop. About four blades and away it went. It spurted right up to about 1,700 rpm. He dropped to the ground as the airplane rumbled over him and he grabbed one of the flying wires under the wing as it went by.

With him hanging on for dear life, the Ryan did two 360s between the parked planes. He was hol­ lerin' for his niece to turn it OFF, but she misunderstood and further complicated matters by jumping out and getting knocked down by the tail as it swung by. About this time the engine quit because he did something right. He had turned off the fuel as I'd taught him to do when he propped it himself. Niece was bruised, but the airplane and everyone else was okay. So what caused the problem?

He looked under the cowl, and there was the fractured end of the throttle push-pull rod! It broke from corrosion and wear right at the firewall. Lesson? You betcha!

Next time, we tie the tail.

We are learning! One day I propped Bob Heuer's Pitts when I saw him all alone. Then he asked me to untie the tail. A couple of months later I noticed that Bob Davis, another aerobatic pilot, had a tow hitch on his Pitts-Smith.

What's he doing with a tow hitch?

Simple. He sez, "I can prop it my­ self and then after I get in and all suited up and ready to go, I just pull the release and I'm free." Les­ son, there are some real practical people in the world! .......

Cracked and Contact

Proper engine propping

ToNY MARK

Tony has logged around 17,000 hours in general aviation, military, airline, corporate, air taxi, glider and banner towing, and Sky typing opera­ tions. He has been a certificated flight instructor in airplanes, instru­ ments, and gliders since 1957 and has flown more than 90 makes and models of aircraft. Tony has almost all of the certificates and ratings (ex­ cept helicopter and lighter than air) and a bunch of type ratings. He is not looking for a job, as he is self­ employed-teaching tailwheel skills and fabric work. However, he is look­ ing for folks who are not through learning more about flying.

There are thousands of aircraft, mostly vintage aircraft and home­ builts, that routinely require hand propping. The following ideas and techniques are only one man's opinion, but they are based on many years of experience in hand propping, and in teaching others to hand prop safely. If just one person avoids an injury or pre­ vents a runaway airplane by reading this article, then my time will have been paid for and the whole aviation community will have benefited.

As I see it, successful hand prop­ ping has to meet these two criteria.

First-safety has to exist through­ out the entire starting process.

Second-the engine has to start.

Safety in propping comes down to these three requirements: One-successful communica­ tions during each start Two-keeping the "propper" out of the prop arc Three-preventing any airplane movement

.. . successful hand propping has to meet two criteria ... first-safety Second- starting the engine Safety Part One­ Successful Communications During Each Start Terms defined here are those commonly used in propping. Strict usage of these words will prevent accidents and injuries.

Addressing the prop-to stand at such a distance from the prop that you are outside of the prop arc, but not so far outside so as to lean toward it when laying hands on the prop.

Clear-this means to remove ex­ cess fuel from the carburetor.

Closed-the throttle is fully closed or at idle position.

Contact-the magneto (mag) switch is in the starting position (normally BOTH). The word "con­ tact" is chosen because "off," "on," and "both" all have a similar "0" sound, are one syllable, and thereby sound similar. "Contact" is two syl­ lables and sounds much different than "off." This was the word of choice in the days when all aviators did hand propping.

Cracked-a throttle position greater than idle, thought to be cor­ rect for the engine and temperature (normally less than 1/4 inch).

Helper-person in the cockpit who operates aircraft controls until the start is complete (a helper is not always available).

Off-the mag switch points to the OFF position.

Propper-person at risk outside who actually swings the prop.

Pulling the prop-downward mo­ tion of the arms, causing the prop to turn with intention of priming engine by sucking fuel into carbu­ retor (mag switch OFF with no intention of starting engine).

Swing the prop-swinging motion with right leg, causing prop to turn with intention of starting (not the same as pulling).

Safety Part Two­ Keeping the Propper Out of the Prop Arc The person outside is the one at risk. He should be proficient at propping unless instruction in propping is being given . In gen ­ eral, the owner should be the propper for the same reason . For the same reason again, the prop­ per is in command of the start no matter who is the owner, pilot, etc.

Don't let novices prop anyone!

Have a fixed number of start at­ tempts (three is my choice). If unsuccessful, turn mags OFF and take a break to analyze why the start is unsuccessful. Leave your ego at home and get another qual­ ified propper if one is available.

Ways to Prevent Propper Injuries Do not lean into the prop; do not be in front of the airplane when the engine starts. Swing your right leg to your left side (in keepVINTAGE AIRPLANE

11

ing with Newton's third law of mo­ tion, this will move your body to your right and out of the prop arc).

Use "propping" gloves (thick ones or the $3 garden gloves that are or­ ange and ribbed). Prop must be at the 10 to 11 o'clock position (as seen by the propper) for safe hand propping.

Don't hand prop electric start air­ planes, especially one equipped with a nosewheel! Why? Electric start air­ planes frequently have the prop mounted in a bad position for prop­ ping. If they have key type starting, you would have to disconnect the starter, or unwanted ignition or starter engagement may occur. Nose­ wheel airplane props are normally closer to the ground, making a leg swing difficult and causing the prop­ per to lean toward the prop!

Propping Procedure From the Front The propper is satisfied that no

persons or aircraft will pose a hazard and that the ground underfoot is not slippery. He makes certain the helper has been briefed and is competent to operate the brakes and engine con­ trols and has the seat belt fastened.

Proper commands, "Off and closed; brakes on." Helper verifies that the mag switch is set to OFF, the throttle is closed, and the brakes are on, then repeats the command, "Off and closed; brakes on."

Propper now addresses the prop, standing close enough so he is not leaning toward it. He stands in front of the prop blade that is at the 10 to 11 o'clock position and places both hands (interlocked) on the prop about two-thirds of the way out from the hub. The propper's fingers are not curled around the prop trail­ ing edge. (The taller you are, the farther from center you stand.)

Propper primes engine by pulling the prop. (Some engines are not equipped with a primer. Other man­

THE JOURNAL OF THE EARLY AEROPLANE

ufacturers may prefer the use of the primer, but pulling the prop blades through has the advantage in that you can measure the amount of fuel more closely.) This priming is done with the arms only, but be sure to bring them all the way down to your leg in case the engine starts unex­ pectedly. This has happened to me (a defective magneto ground). Pull the number of blades thought to be correct (normally the pilot will know this) or prime by using the primer as necessary. When pulling the prop for priming, a sucking sound should be heard. Fuel dripping from the carbu­ retor indicates too much priming or carburetor problems.

Propper now commands, "Cracked and contact." The helper repeats these commands, opens the throttle to the pre-briefed position, and selects mags to BOTH unless a different setting is required for starting. If the engine will start at idle, the proper com­ mands, "Closed and contact."

SI\~WA\~~

~ THE JOURNAL-OF THE AIRPLANE 1920-1940

David Ostrowski, Editor

Leonard E. Opdycke, Editor

·~I INC.

WORLD WAR 1

15 Crescent Road, Poughkeepsie, NY 12601, USA (845) 473-3679 WORLD WAR 1 AEROPLANES, INC: a tax-exempt service organization founded in 1961, devoted to: • Those Magnificent Flying Machines of 1900-1919, and 1920-1940 • Their enthusiasts, including: Builders, Historians, Modellers, Restorers, Museums and Collectors

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NOVEMBER 2003

• scale modelling material • photographs • historical research • workshop notes • PLUS: your wants and disposals • PLUS: more .. .

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Air postage outside U.S. $30 extra.)

Propper swings his right leg to his left side as high as is comfortable.

The downswing will cause his hands to pull on the prop, turn his body to their right, and unbalance him. He has to step to his right to avoid falling, and is thereby outside of the prop arc. If the propper will be board­ ing the aircraft, he keeps on walking around the left wing of the aircraft until entering the door. He does not walk across in front of the prop.

Safety Part Three­ Preventing Any Airplane Movement Ways to prevent aircraft move­ ment include any combination of chocks, tiedowns, parking brakes, tail tie, glider tow hitch, cockpit helper, and a throttle idle lock. A throttle idle lock on a tandem seating aircraft means a bungee cord from the aft cabin structure to the front throttle, pulling it back and holding it "closed."

To hold the throttle "cracked," put a small shim (I use a clothespin) be­ hind the throttle. On a side-by-side with a push-pull throttle, cut a short piece of tubing or hose that fits be­ tween your throttle and the full throttle stop. This may seem like a lot of trouble, but it works!

I do many aircraft deliveries of non-electric aircraft. Most places at which I land don't have chocks or their chocks are tiny. Others have no tied own ropes or really short ones. Al­ ways have chocks and a rope of your own to tie the tail. Folks may offer to prop me, but I have no knowledge of their methods or currency. Be wary of letting others prop you.

Safety, which is, was, and will al­ ways be the most important part of hand propping, has been covered in detail. A successful start was our other requirement. Most owner-propped engine starts are successful since the owner is familiar with the amount of priming needed . My L-16 normally starts on the first or second swing.

Unsuccessful Start If pilot error is not involved (he didn't turn on the fuel or mags), then there are only two possibili­

ties, assuming there are no me­ chanical difficulties. The mixture is either too rich or too lean. Gen­ erally, too rich is the problem.

Choose one of these possibilities and either prime more (excessive priming invites engine fires) or "clear" the engine.

Clearing the engine is done by putting the throttle at the full open position, making absolutely certain the mag switch is set to "off," and pulling the prop through eight to 10 blades to get all residual fuel out of the induc­ tion system and the cylinders.

Pulling the prop backward is safer (no possible ignition). Remember to close the throttle! Screwing this process up is how most run­ away aircraft incidents occur!

Twice I have personally seen this happen to others.

Unsuccessful starts can be elimi­ nated if you count how many shots of prime or number of pulled blades

your engine takes for existing en­ gine and ambient temperatures.

Food for Thought Every year someone sends an airplane into the sky alone, and the media tells the world. It hap­ pened not long ago in California and in Ohio a few years ago, with plenty of media attention on a slow news day. When a famous person gets hurt from this or an empty airplane flies near a big city, we all will be legislated into electric systems in the name of national security! This threat is not far-fetched! Please do your part and ask others to help.

This article has been excerpted from a more detailed document that covers many more aspects of hand propping. Anyone interested in this information (a handout for students in Tony's tailwheel train­ ing course) can e-mail him at markl@intercom.net. .......

VINTAGE AIRPLANE

13

more coverage . ..

>

Paul Gould's Grand Champion Aeronca Chief was one of the featured type club display aircraft in front of the VAA's Red Barn.

The Chief, which was the top Classic award winner at Sun 'n Fun and EAA AirVenture in past years, was sold during the con足 vention to Jose Quintanilla of Monterey, Mexico.

The late Jim Wright's Hughes Racer was a marvelous piece of re-engineering and craftsmanship, including a faithful reproduction of the instrument panel. Jim had period instruments overhauled and installed, so the panel was as close to original as possible. He did make one small addition. To the right of the artificial hori足 zon, the small silver connector hints at an ingenious solution to an age足 old problem. When taxiing the Hughes, it was impossible to clearly see directly in front of the airplane, even when taxiing with S-turns. Jim Wright installed a small "lipstick" video camera near the lip of the cowl, and a small LCD video monitor was clipped in place and attached to the connector. It made it possible to start taxiing, knowing for certain that no objects or people were in the way.

>

Steve Mark of Vernon Hills, Illinois, took this beautiful shot of the replica Hughes Racer.

14

NOVEMBER 2003

Direct from France, and shipped here in the Airbus Beluga, the Moraine-Saulnier Type Hand Santos足 Dumont Demoiselle ~'il~~1IiIi.I (replica) were fasci足 nating glimpses into ~;".,.,....~,----':;;;::::,:"":""-:""",,:;;,:;,,;;,~_,,,:,,,,:,---:,,_-,--,,-,-;;;.;o.:o-. the past.

V

Newly retired schoolteacher Syd Cohen of Wausau, Wisconsin, gave his convention volunteer time to Operation POP (Protect Our Planes).

As the owner of the highly polished Ercoupe in the background, Syd's aware of the need to politely educate members and the general public alike that we'd prefer they look, and not touch the airplanes. With 1,123 vintage airplanes registered in the VAA parking areas, plus the homebuilt campers we host, the POP volunteers are busy, gently reminding folks not to eat or drink around the airplanes. For more info rmation on POP activities, visit www.airventure.org/2003/about/voi unteers.htmi.

To volunteer, e-mail Noel Marshall at mbOl@northnet .net .

VINTAGE AIRPLANE

15

nyone who has been around aviation for any length of time can remember how com足 mon it was to see a pile of unidentifiable rusty bones heaped up behind a rural hangar.

Airplanes were dinged and they were pushed in back. They got old and they were pushed in back.

They used something other than a Lycoming or Continental, and

A 16

NOVEMBER 2003

they eventually wound up pushed in back. And naturally, if it was an all-fabric airplane, when it got a little tattered and needed new clothes, all of the forgoing factors worked against it.

The Fairchild 22 had all of those.

And then some. It was old, its long snoot often housed "one 0' them there Menyasro thangs," it was open cockpit, and was just a little too far off-center for some folks.

This was all aggravated by the fact that no one was exactly sure what a Fairchild 22 was because so few were built, and they'd never had a second life as crop dusters, etc.

Small wonder so many of them de足 graded to their basic molecular make-up over the years.

The forgoing also explains why Fairchild 22s, like the one brought back to life by Tim Talen for john Thomason, start out as phantoms

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formed of oxide and rot. These kinds of airplanes have sat around for so many years that they are not re­ stored; they are recreated. They are so bad that it's good news when a part is so rusted or rotted that it's good only for a pattern because at least they have something to start with.

These kinds of projects also in­ volve lots of forensic sleuthing to find information considered basic in other, less demanding, endeav­

ors. For instance, what is the in­ strument panel supposed to look like or how were the brakes hooked up? These are not projects for the weak of heart, although both John and Tim will agree, a weak mind sometimes helps. That way you don't realize how deep the water is until you have no choice but to keep on paddling.

John, who now calls Sonoma, California, home started flying in a

Champ that was based on an air­ craft carrier. Sort of, anyway.

"I went into the Navy in 1953 where I was an aviation bosun's mate based on the USS Hancock.

We had a flying club on board and had a Champ in the hangar bay with the wings removed. We'd carry it from base to base, assemble it, hoist it on shore, and we'd all fly it.

"I did some interesting things in the Navy. For instance, I was in­ volved in investigating different types of catapult systems, includ­ ing the English steam cat, which is what we eventually used."

Although he was born and raised in Maryland, he eventually emi­ grated to Sonoma where he began to get heavily into vintage airplanes.

"I had owned a bunch of differ­ ent airplanes and a string of short wing Pipers, including a Colt and a Tri-Pacer. But I wanted a real an­ tique and started looking around. I found a YKS-7 that was a flying air­ plane and had never been restored.

However, one of my friends, Eric Presten, said I shouldn't buy it. Of course, I didn't listen and traded a 182 for it.

"It was actually a pretty good fly­ ing airplane until an axle broke on landing. [ skidded across the run­ way and was doing okay until the landing gear stub caught in the grass on the edge of the runway and folded the gear. That didn't do the airplane much good. The axle had been butt welded! [ guess Eric was right: I shouldn't have bought it.

"It crunched both lower wings and I was in the process of rebuild­ ing it when I got divorced and the airplane had to go."

Everyone eventually recovers from a divorce, and so did John.

"I always dreamed of having that first Waco on floats, so not too long ago I found a YKS-6 on floats and bought it . It's going through restoration right now."

The Fairchild 22 that John pur­ chased was a project that had gone through several hands before it be­ came his.

VINTAGE AIRPLANE

17

The Fairchild 22 originally had, among a couple of choices, the Menasco C-4 engine; but the engine that came with the project was the later model 0-4, complete with en­ closed rocker boxes. AI Ball overhauled the relatively rare engine.

Refactory, the Talens' restoration shop in Springfield , Oregon.

18

NOVEMBER 2003

"It originally came out of Arizona and a friend brought it up to Schellville where I saw it for the first time. Basi­ cally, the entire airplane was a pattern and a huge amount of stuff was missing a lto­ gether. He built a new fuselage using the original to build a jig from, and some­ one somewhere had done the same thing for the wings.

"I had told him that I'd buy it, if they didn't finish it, and that's exactly what hap­ pened. They had done some of the basic work, but there was a long, long way to go."

The original engine was a Menasco, and the project

came with what was supposed to be a good engine.

"The Twenty-two originally had a C-4 Menasco, and the engine with it was a D-4, the primary dif­ ference between the two being the enclosed rockers. Even though it was supposedly a good engine, I was always a little leery of it so I had Al Ball rebuild it.

"After I bought the airplane, my friend continued to help me with it, but then his help went away, and I was in no pOSition to do the entire airplane myself.

"I had known Tim for some time.

Actually, I met Tim because of my son Scott. When Scott was barely a teenager, he started hanging out with the antique airplane crowd. In fact, Eric Presten was educating him. He'd hold up a picture of an airplane and make Scott identify it.

Scott, who is now in Marine flight training at Pensacola, turned into a Monocoupe nut.

"On one of his jaunts, he stopped by Tim's shop, and when he came home he said, 'that guy has as much stuff in his hangar as you do, Dad.'

"I talked to Tim on the phone and got to know him at the various air shows in the area.

I went by his shop myself a few times and Tim had been down to see the Fairchild project.

So when I started talking to him about finishing it for me, he was already fa­ miliar with it."

Tim bases his

way or another his entire life.

"I flew with my dad a lot and, when he bought me a flying lesson with the local instructor for my 16th birthday, it lasted exactly 35 minutes. The instructor went around with me a few times, and then signed me off for solo . When he signed my logbook, he did it on the fifth line down to give us room to put some more official time above it.

"I joined the EAA when I was about 15, long before my dad did, and I talked him into working with me to build a Baby Ace using Mechanix Illustrated plans. It was powered with an A-65 and we did finish it. I still have it 37 years later."

Tim's education and life, in gen­ eral, were interrupted when he went to Vietnam as an air controller. With the Army behind him, he returned to college to become a teacher.

"When I got out, I couldn't find a teaching job so I started working at the airport. I was building a Cavalier homebuilt but then bought a $925 Interstate Cadet that needed lots of

work, including new wings. That air­ plane is what detoured me into antiques and vintage airplanes.

"The thing I like about the older airplanes is that you ' re building on its past to give it a future."

Tim kept building Cadets and, as he became the go-to guy for In­ terstates, his avocation became his vocation and he opened a full-time restoration facility, aptly named Ragwood Refactory.

Tim says, "I took the Fairchild on in January '98 and spent a lot of time figuring out what he had and what we didn 't as well as what we knew and what we didn't. There were simply a lot of things we did­ n't have any information on."

As rare as FairLEEANN ABRAMS child 22s are, Tim and John were lucky that there was another one within reasonable distance and they could go look at it.

"Harold Smith and his airplane were great sources of information and patterns.

For instance, our fus elage had no cabanes on it, so we shot a bunch of pictures and made draWings that would let us duplicate his.

"The same thing was true of the control system. For all intents and purposes, we had none. If it had­ n't been for Harold's airplane, we 'd probably still be scratching our heads.

"On several other occaSions, I was able to go out to my storage area and look at my '35 Fairchild 24-C8C project. With only three years of technology between those two, the 24 solution was ofte n a carryover from the 22! " The airplane came with a por­ tion of the sheet metal but ve ry little of it was useable, except the nose bowl.

Tim says, "We only used a few pieces of the original sheet metal because it was so beat up. We did use the nosebowl but that turned out to be a project of its own. In the first place, we think it was ac­ tually made for the DH Gy psy

engine installation on the 22, but the factory modified it for the Menasco. It had been beat on and "Bondoed" so many times that it was a real mess. It took a bunch of welding and patching to get it right, but I guess we shouldn't complain. At least we had some­ thing original to the airplane to start with. Without it, we would have been doing a lot of scroung­ ing or fabricating.

"We had a fuel tank that had been built by someone, but we had to rebuild it because it had the filler neck at the back rather than the front. We had an oil tank too, such as it was. It was barely a pattern, but we eventually decided to weld up a new aluminum tank to the original shape. The oil tank on the 22 is behind the firewall right over the passenger's feet. Not the best place for a leaky old original tank."

When an airplane is so com­ pletely recreated as this one, there's always the temptation, which is usually grounded in practicality, to make things "a little better." But that wasn't their goal.

"We were trying to keep this thing as original as practical. We even decided to use the original Air Associates brakes and hook them up to be used from the front or back cockpit. That sounds sim­ ple, but we had a terrible time trying to figure out how the cables and pulleys ran, and no one seemed to have any ideas. The good news, however, was that I had a set of usable brake shoes in one of my piles of junk."

Often, when an airplane has been through several hands, there is work that is not to the liking of the final restorer, in this case, Tim Talen.

"The wings had already been more or less finished, but there was a small problem: they didn't match.

In some areas, like the center-sec­ tion bows, they weren't even close.

We wound up doing some major tweaking throughout the wings."

One feature of the Fairchild 22 wings that bears mentioning is the factory's attempt at streamlining VINTAGE AIRPLANE

19

the strut-to-wing in­ tersection. The rib at that position is much deeper than the rest, creating a streamlined bulge that lets the strut enter the lower wing surface at less of an angle, thereby low­ ering the drag at that point. Howard took a similar ap­ proach in their DGAs, except a fairing ac­ complished the same purpose.

"There were some real mysteries in the panel, mostly be­ cause we didn't know what it looked like when it left the fac­ tory, and we didn't know how origina l the other 22s were.

Most of the instru­ ments came with the airplane, but we weren't sure of the arrangement, al­ though we did know it had sub­ panels for all of them./I The fabric and finish often rep­ resent more bumps in the road to originality for almost all restora­ tions. Dope and cotton have drawbacks and some restorers and owners simply don't want to put up with them.

"We decided against dope be­ cause, among other things, John plans on flying this airplane a lot and he wanted 25 years out of the fabric and finish. I've been a real Stits fan for years. In fact, I have some of the original Stits signs that use the Skybaby in the logo hang­ ing in my shop. So for this airplane we used the Stits/Poly-Fiber system all the way through, including Polytone paint.

"We clear coated it with Aerothane after sanding all the tape edges down, but we flattened the clear a little. We didn't want a high-gloss finish. We wanted the antique look but with modern durability. I've been using 20

NOVEMBER 2003

this process on airplanes for nearly 17 years and so far they all look good. " The tailskid concept is another difficulty in maintaining original­ ity while still having a functional airplane.

"The airplane had a skid, when it came out of the factory. The type-certificate, however, says a tail wheel can be used. So we in­ stalled an 8-inch, smooth Maule that had the right look to it./I The type-certificate became the guiding outline for the DAR to is­ sue a new airworthiness certificate for the airplane.

"We showed that the airplane had everything the type-certificate says it should have, so he was will­ ing to sign it off./I When it came time to fly the airplane, John said he'd feel more comfortable if Tim made the first hops. He says, "Tim flew it out of his 1,600-by-30-foot strip and the airplane performed flawlessly. The only glitch was he was carrying a down trim, and he had to lean it a

lot to keep it run­ ning smoothly.

"We flew 20 hours, one-way, to Oshkosh and didn't have a second of trouble. We flew it the first time in July 2002, but only put about 20 hours on it before the trip east. Now, with forty hours, the oil con­ sumption is down to a quart every four or five hours.

"On the way to Oshkosh we started out flight planning 100 mph, but that was too optimistic and we almost never got it. Ninety is a more realistic speed, for cross-country fly­ ing. Although, if you run the Menasco at 1,900 rpm, it will in­ dicate about 105 mph and burn about 7-1/2 gph./I When they arrived in Wautoma, south of Oshkosh, and prepared to launch for the big event, they called ahead and discovered they had a problem. They had no radio (NORDO) and had been told ear­ lier that all they had to do was call in from Wautoma and make arrangements. When they called, however, they were told not to come in because the tower was too busy to handle NORDO traffic.

The EAA camera ship (Photo Two) was there and the pilot told them to buddy up with someone else and go in as a two-ship flight.

Luck was with them because Bill Pancake was also getting ready to leave in his Champ and overheard the conversation. So the Champ and the Fairchild made a true odd­ couple arrival at Oshkosh 2003.

When asked what's next for the Fairchild, John Thomason grins and says, "What's next? I'm going to fly it and enjoy it./I Sounds like a good plan to us.......

Ken Horwitz Vashon Island, WA

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FRAUTSCHY

AUGUST'S MYSTERY ANSWER

The August Mystery Plane came from longtime member John Vette III of Oshkosh, Wisconsin. The one足 of-a-kind biplane belonged to his father, who based it at Wittman Fly足 ing Service in Oshkosh.

Here's what John Amendola of Bellevue, Washington, wrote: "I believe it to be a Stearman Model 80 or 81, which were nearly identical aircraft. The Model 80, NCl1720, and 81, NCS70Y, differed in that the 80 was flown from the rear cockpit, and the 81 was flown from the front, and the canopies were different. Without seeing the registration num足 ber in the photo, but seeing the pilot in the rear cockpit, I will say your photo shows the Stearman Model 80, on maybe a test flight, with no canopy and no gear leg fairings."

22

NOVEMBER 2003

The second airplane mentioned in John's letter, NCS 70Y, was mentioned in a note from Charles F. Schultz of Louisville, Kentucky. He writes: " ... A very similar Stearman was built with the pilot's position in the front cockpi t and a canopy over both cockpits and

THIS MONTH ' S MYSTERY PLANE COMES TO US FROM JIM HAYNES. THE PHOTO WAS TAKEN IN WEST CENTRAL ILLINOIS.

SEND YOUR ANSWER TO: EAA, VINTAGE AIRPLANE , P.O. Box 3086, OSHKOSH, WI 54903-3086. YOUR ANSWER NEEDS TO BE IN NO LATER THAN DECEMBER 10, 2003, FOR INCLUSION IN THE FEBRUARY, 2004 ISSUE OF VINTAGE AIRPLANE. YOU CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND YOUR ANSWER TO vintage @eaa. org.

BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE AND PUT "(MONTH) MYSTERY PLANE" IN THE SUBJECT LINE .

a fairing behind it to the rudder. In addition, the up­ per wing had a cutout in the trailing edge for better pilot visibility. This plane (NCS70Y) was mounted on floats, and again, only one was built./I Deed Levy, Stearman's test pilot, who flew the air­ plane, gave the photo published in the July issue to the senior Vette. Here's a second photo of the Mode l 80 after delivery to John Vette II, as it sat on the edge of the apron at Wittman Flying Service in Oshkosh.

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Another answer was received from Bil l Mette, Campbell, California.

Here's a bit more on the July Mystery Plane, the Rainbow: "I can't tell you who designed and built that 'homebuilt,' but I can add a bit of information about it. It carried the Identified Number 630W and was registered as a Rainbow. The lettering on the tail says 'The Rainbow.' The serial number given was 268, and it was built in 1930. The engine listed is Budaa- [pos­ sibly] a version of the Ford Model A automobile engine? The first owners were P. Parson and J.E Foster Jr. of Anderson, South Carolina. In 1931-32 it was owned by Eugene Brannon of Anderson and had a Ford A engine.

Bill Larkins Pleasant Hill, California

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VINTAGE AIRPLANE

23

WORLD OF FLIGHT 2004 The Best in Aviation Photography EAA's 2004 Calendar features the best in aviation photography with ...

• 12 flight-inspiring months to schedule appointments and important events.

• Full-color images ideal for framing.

• Dates to assist in planning your trip to EAA AirVenture Oshkosh and the many EAA Regional Fly-Ins throughout the US. 'V

"

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24

NOVEMBER 2003

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AERO M A I L

continued from page 4

He installed awesome armament: 32 .45­ caliber Thompson submach ine guns. Two of these were mounted ind ividual ly on both sides of the cockpits, angled out­ ward and down to fire clea r of t he propeller disk. The rema in der were mounted in three dual rows of 10 each in the cabin floor: the forward group angled forward, those in the center ai med stra ight down, and the rea r cluster an­ gled backward . Magaz ines for two reloadings and a gunner to perform that task were to be carried .

The Army was not enthusiastic. They probably could recogn ize an amate ur' s misguided effort when they saw one. The momentary we ight of fire would have been tremendous, but of doubtful val ue, as there was no reliable way of aiming the battery. The duration of fi re would have been short , maximum magazine capacity being 32 rounds.

That gunner would have been in a real rough spot, too. First, all the hot brass of the spent she ll s ricocheting around t he cabin , then picking his way over all those empty cases roll ing on the floor to carry out those reloadings! Even if the generals of the t ime had bought the scheme, I'm quite convinced the Sergeant-Majors would have ki lled it.

Happy Landings!

Workshop Schedule [~~

1Y!!rW Alrcreft Co.tings

www.polyfiber.com

www.aircraftspruce.com

FLY-IN CALENDAR

;..-~~."..,.-~

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July 27-August 2, 2004-EAA AirVenture

Oshkosh (KOSH). www.airventure.org

EAA's Countdown to Kitty Hawk Touring Pavilion presented by Ford Motor Company

• December 13·17 . First Flight Centennial Celebration, Kitty Hawk, Ne

Griffin (Atlanta). GA TEST FLYING YOUR PROJECT

Nov 8-9. 2003

Griffin (Atlanta). GA FABRIC COVERING FINISHING AND SPRAY PAINTING GAS WELDING

Nov 22-23. 2003 Corona (LA). CA SHEET METAL BASICS COMPOSITE CONSTRUCTION FABRIC COVERING ELECTRICAL SYSTEMS &AVIONICS Dec 5-7. 2003

~

The fo/lowing list ofcoming events is furnished to Ollr readers as a matter of information only and does not con­ stitu te approval, sponsorship, involvement, control or direction ofany event (fly· in, seminars, fly market, etc.) listed. To submit an event, please log on to www.eaa .org/events/events.asp. Only if Internet ac­ cess is unavailable should you send the information via mail to:, Alt: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received fOllr months prior to tire event date.

Nov 8. 2003

Corona (LA). CA RVASSEMBLY

Dec 12-14. 2003 Oshkosh. WI RVASSEMBLY Jan 16-18.2004 Corona (LA). CA RVASSEMBLY

~ EAA

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Jan 24-25. 2004 Oshkosh. WI COMPOSITE CONSTRUCTION FABRIC COVERING GAS WELDING INTRO TO BUILDING SHEET METAL BASICS ELECTRICAL SYSTEMS & AVIONICS Jan 24. 2004

Visit www.sportair.com Feb 6-8. 2004 for a complete listing of workshops.

Oshkosh. WI TEST FLYING YOUR PROJECT Denver. CO RV ASSEMBLY VINTAGE AIRPLANE

25

EW

EMBERS Jonathan c. Bullers George F. Winheim Rex Catron Michael Curtin Captain Chuck Downey Frank Herdzina R. E. Kachergius Edward L. Olds, MD Charles Wyndham Terry Cory Roy Dawes Robert Ellis Jeffrey D. Rowe Brian Sutton Robert E. Unsicker Robert E. Anderson Randall D. Klemp Ronald Wright Cody Coombs David G. Derrick Terry A. Richardson John D. Alexander, Jr. James L. Peck, Jr. Jeffrey c. Fallon Pramod Kotwal William H. Trail C. M. Mill er Daniel E. Osterhouse Dennis C. Simmons Randall L. Sohn J. L. Bickerstaff David M. Brown Tom Ward

Reuel M. Oliveira Cotia Sp, Brazil High River, AB, Canada Mark R. Whitfield Stoffville, ON, Canada Mark K. Kellett Ulrich C. Pfaffenberger Augsburg, Germany Colin Edward Adcock Colchester Essex, Great Britain London, Great Britain Austin J. Brown Keith l. Munro Berks, United Kingdom Glynn Edwards Cambridge, United Kingdom Sean Bogart Bethel, AK Christopher Rudd Anchorage, AK Michael H. Burns Huntsville, AL Birmingham, AL James Coats Ronny Rogers Garland City, AR John Roman Little Rock, AR Robert Armstrong Surprise, AZ EI Cajon, CA Mary Ann Anderson Harland Lloyd Babcock Walnut Creek, CA Irvine, CA Joseph Broderick Lyle E. Cartwright San Diego, CA Richard Coligny Oceanside, CA EI Cajon, CA Gary Gobel Charles Jennings San Luis Obispo, CA Robert L. Lynch Meridian, CA Don Blehm Divide, CO Thomas C. Jordan Parker, CO P. J. Pinel Hotchkiss, CO Miami, FL Nancie Cummings Fort Lauderdale, FL James H. Gardiner Alva, FL Robert B. Haas Fred Mirgle DeLeon Springs, FL Pensacola, FL James M. Walls John T. Baker Macon, GA

West Branch, IA Keosauqua, IA Greenville, IL Sandwich, IL Poplar Grove, IL Poplar Grove, IL Orland Park, IL Mt. Carroll, IL Poplar Grove, IL New Castle, IN Lebanon, IN Dana, IN Plymouth, IN Lowell, IN Bremen, IN Lenexa, KS Overland Park, KS Leawood, KS Crestwood, KY Louisville, KY Franklin, KY Sh reveport, LA Blanchard, LA Quincy, MA Bedford, MA Elkridge, MD Camden, ME Kalamazoo, MI Apple Valley, MN Savage, MN Kennett, MO St Charles, MO Bowling Green, MO

Matthew C. Burril Asheville, NC

Durham, NC

Thomas J. Justice Raleigh, NC

Raoul Ugh etta Portsmouth, NH

Jack Hodgson Gorham, NH

Malcolm Shute Pittstown, NJ

Donald R. Gordon Lynn O'Donnell Denville, NJ

William Stevick Lodi, NJ

Las Cruces, NM

Mark P. Dankel Albuquerque, NM

James Routt Los Lunas, NM

Kurt Winker New York, NY

Jeffrey M. Clyman Robert Doviken Wallkill, NY

Cincinnati, OH

Thomas Geygan Norwich,OH

Josh Harris Jim Mann Hilliard,OH

Jimmie Phillips Tipp City, OH

Milburn, OK

Jerald Delano Goodner Nicholas Hand Tahlequah, OK

Medford, OR

Robert L. Almquist Medford, OR

Judy G. Dixon Marilyn Husser Independence, OR

Jon Husser Independence, OR

Portland, OR

George M.S. "Syd" Putnam Mark B. Lewis Lexington, SC

Lewis Eugene Williamson Rock Hill, SC

David Rice Clarksville, TN

Melanie Frey Eppard Rhome, TX

Wilson Z. Strong Longview, TX

Jack Tatum Houston, TX

Howard H. Anderson Scottsville, VA

James Bartlett Redmond, WA

David Berg Bellingham, WA

East Wenatchee, WA

Rollin D. Goodman Yakima, WA

Russ D. Murri Arlington, WA

Kelly E. Piper David W. Tuck Seattle, WA

Robbin Hepfner Pewaukee, WI

Donald D. Jablonski Waukesha, WI

Paul Leonard Mequon, WI

Menominee, WI

Michael T. Tacoma Michael A. Utschig Madison, WI

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26

NOVEMBER 2003

3526,

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Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no fre ­ quency discounts.

Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one inser­ tion per issue. Classified ads are not accepted via phone. Payment must accompany order.

Word ads may be sent via fax (920-426-4828) or e-mail (c1assads@eaa.org) using credit card pay­ ment (all cards accepted). Include name on card, complete address, type of card , card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 BABBITT BEARING SERVICE - rod bearings, main bearings, bushin9s, master rods, valves, piston rings Call us Toll Free 1/800/233-6934, e-mail ramremfg@aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS , N. 604 FREYA ST., SPOKANE, WA 99202.

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com 1-800-645-7739

THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com A Web Site With The Pilot In Mind (and those who love airplanes) Warner engines. Two 165s, one fresh O.H., one low time on Fairchild 24 mount with all accessories. Also a fresh O.H. 145, 1938 Fleet 1OF, Helton Lark, and Aeronca C-3. Find my name and address in the Officers and Directors listing and call evenings. E. E. "Buck" Hilbert.

Flying wires available. 1994 pricing. Visit www.f/yingwires.com or call 800-517-9278.

For Sale -1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-6418.

AVIAKIDS.COM Give the sky for Christmas AVIAKIDS.COM @ 415-759-1111

Award Winning Vintage Interiors

Antiques, Warbirds, Cropdusters 304-466-1752 Fax 304-466-0802 www.radialexhaustsystems.com

Paul Workman

OHIO AIRCRAFT INTERIORS

Parr Airport (421)

Zanesville, Ohio 43701

800.794.6560

Flight Control Cables

Custom Manufactured!

192 pages

Each Cable is Proof Load Tested and Prestretched for Stability *Quick D elivery *Reasonable Prices *Certification to MIL-T-6117 & MIL-C-5688A *1 /16" to 1/4" *Certified Bulk Cable and Fittings are Available

539.95

Spirit and Creator, by Nova Hall

The Mysterious Man Behind

Lindbergh's Flight to Paris

100 never-before-seen photographs

Biography of the designer, Don A. Hall

www. safegoodspub_com

(888) 628-8731

"This is a wonderful true story."

Reeve Lindbergh, daughter and author

"""-..McFa,lane Aviation Products

McFarlane Aviation, Inc. 696 E. 1700 Road Baldwin City, KS 66006

800-544-8594

Fax 785-594-3922

www.mcfarlane-aviation.com

sales@mcfarlane-aviation.com

HOWARD DGA 15P

1939 Designed & Tested Type Certificate

Airlrame and Wings Rebuilt & P&W Engine Ovemauled

Grand Champion, NY Antique Club Best Period Antique, Sun & Fun

You Can Show It at Oshkosh!

Avoid over 5 years &

same cost to build one.

T.C. Patecell

954-599-9074 or 954-351-0361

EAA Flight Planner™ FREE FOR EAA MEMBERS

Take advantage of this Member benefit by heading over to www.eaa.org.Click on tlie "Register Now" link, get registered, and log onto Flight planner to plan your next flight.

~­

FLIGHT PLANNER

MAXIMIZE YOUR MEMEBERSHIP .

VINTAGE AIRPLANE

27

Membership Services VINTAGE

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION

Directory'

~

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS President Espie 'Butch' Joyce 704 N. Regional Rd. Greensboro, NC 27425 336-668-3650 windsock@aol.com

Vice-President George Daubner 2448 Lough Lane Hartford, WI 53027 262-673-5885 vaaflyboy@msn.com

Secretary

Treasurer

Steve Nesse ZOO9 Highland Ave. Albert Lea, MN 56007 507-373-1674

Charles W. Harris 7215 East 46th St. Tulsa, OK 74 147 918-622-8400

stnes@deskmedia.com

cwh@hvsu.com

DIRECTORS sstlO@comcast.net

Dale A. Gustafson 7724 Shady HUIs Dr. Indianapolis, IN 46278 317·293-4430 dalefaye@msn.com

David Bennett P.O. Box 1188 Roseville, CA 95678 916-645-8370

Jeannie Hill P.O. Box 328

Harvard, IL 60033-0328

815-943· 7205

an tiquer@irueach.com

dinghao@lowc.net

John Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507-263-2414

fchld@n:onnect.com

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262·966-7627

sskrog@aol.com

Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 773-779-2105

Robert D. "Bob" Lumley

1265 South 124th Sl.

Brookfield, WI 53005

262·782·2633

Steve Bender

85 Brush Hill Road

Sherborn, MA 01770

508-653-7557

Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www.eaa.org and http://www.airJIenture.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 CSn • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFJ) • Address changes • Merchandise sales • Gift memberships

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

lumpcr@execpc.com

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839-4500

davecpd@iquest.net

Gene Morris

5936 Steve Court

Roanoke, TX 76262

817-491·9110

n03capt@flash.net

John S. Copeland

l A Deacon Street

Northborough, MA 01532

508-393-4775

Dean Richardson

Membership in the Experimental Aircraft Associ­ ation, Inc. is $40 for one year, induding 12 issues of SPORT AVIATION. Family membership 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.)

1429 Kings Lynn Rd Stoughton, WI 53589 608·877-8485

copeland l@juno.com

dar@aprilaJre.com

VINTAGE AIRCRAFT ASSOCIATION

rcoulson516@cs:.com

Geoff Robison

1521 E. MacGregor Dr.

New Haven, fN 46774

260·493-4724

chief702S@aol.com

Roger GomoU

8891 Airport Rd, Box CZ

Blaine, MN 5S449

763-786-3342

pledgedrtve@msncom

S.H. " Wes" SchmId 2359 Lefeber Avenue Wauwatosa, WI 532 13 414-771·1545 shschmid@milwpc.com

Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIR· PLANE magazine for an additional $36 per year.

EAA Membership, VINTAGE AIRPLANE magaZine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in­ cluded). (Add $7 for Foreign Postage.)

lAC

DIRECTORS

EMERITUS

Gen e Ch ase 2159 Carlton Rd. Oshkosh, WI 54904 920-23 1·5002 GRCHA@Charter.net

E.E. "Buck" ffilbert P.O. Box 424 Union, IL 60 180 815·923·4591 buck7ac@mc.net

EAA Aviation Foundation Artifact Donations .... ....... 920-426-4877 Financial Support ........... . 800·236·1025

MEMBERSHIP INFORMATION

photopilot@aoJ.com

Phil Coulson

28415 Springbrook Dr.

Lawton, MI 49065

269·624-6490

Flight Advisors information .... 920-426·6522 Flight Instructor infonnation ... 920-426-6801 Flying Start Program .......... 920-426-684 7 Library Services/ Research ...... 920-426-4848 Medical Questions ........ .... 920-426-4821 Technical Counselors ... . .... .. 920-426-4821 Young Eagles ......... . ....... 920-426-4831 Benefits AUA ....................... 800·727·3823 EAA Aircraft Insurance Plan ... 866·647-4322 Tenn Life and Accidental ...... 800·241-6103 Death Insurance (Harvey Watt & Company) Editorial ........... ......... 920·426-4825 ..... .... .............. . FAX 920-426-4828

• Submitting article/photo • Advertising information

Current EAA members may join the Interna­ tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magaZine for an addi­ tional $45 per yeaL EAA Membership, SPORT AEROBATICS magaZine and one year membership in the lAC Division is available for $55 per yea r (SPORT

AVIATION maga zine not included). (Add $15 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA War­ birds of America Division and receive WARBlRDS magazine for an additional $40 per year.

EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Divi­ sion is available for S50 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an addi­ tional $20 per year.

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

Copyright ©2003 by the EM ~ntage Aircraft Association All rights reserved.

VINTAGE AIRPLANE nSSN 0091 -6943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd .• P.O. Box 3088. Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offICes. POSTMASlER: Send address changes to EM Vintage Aircraft Association , P.O. Box 3086. Oshkosh, WI 54903-3088. Return Canad~ issues to Station A. PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERnSING - Vintage Aircraft Association does not guarantee or end""", any product offered through the advertiSing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORIAL POUCY: Readers are encouraged to submit slaries 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.

EMf!) and SPORT AVIAnON". the EM Logo8 and Aeronautica~ are registered trademar1<s. trademarks, and service marks of the Experimenlal Aircraft Association. Inc. The use of these trademar1<s and service mar1<s without the permission of the Experimental Aircraft Association. Inc. is strictly prohibited.

The EM AVIAnON FOUNDAnON Logo is a trademark of the EM Aviation Foundation. Inc. The use of this trademark without the permission of the EM Aviation Foundation. Inc. is strictly prohibited.

28

NOVEMBER 2003

.....~ --~

MERCHANDISE

F. Forest Green Polo .... $21.95 This 100% cotton polo with a tone路 on路tone VAA logo is so versatile it can be worn for business casual or just plain fun.

Sm ... .. . . .. ... ... .. .. V11442 Md ..... .. ....... ... .. V07041 19 . ...... . ...... .. .. V07042 Xl ...... . ........ .. .. V07043

Aviator Duck... ..... . . $2.99 Rubber duckie you're the one . .. this aviator version of the famous bath toy is sure to amuse anyone.

Duck Bath Toy . .... .... .. V51482

G.

Apparrel

G. Blue Trim Polo ..... $39.95 Butter cream in color with two blue stripes on the collar and sleeve edge, this polo is made of 100% combed cotton.

Sm ...... ...... ... ... . V11437 Md ..... ...... . . . ..... V07027 19 .... .. . ..... . .... . V07028 Xl ..... . . .. .. ... .. .. . V07029

H. Outback Vest... . ... $44.99 Multi'pockets cover this olive safari vest that can go anywhere. Great way to keep your hands free to hold a camera, hiking gear or souvenirs.

Sm . ..... ..... . . . .... . Vl0021 Md .. .... ...... ... ... . Vl0022 19 ... ...... .. ..... . . . Vl0023 Xl .. .... . . ...... .. . . . Vl0031 Xl ... ............. .. V10086

Order Online: http://shop.eaa.org

MERCHANDISE

A. Caps . ........................ $12.95

Need a hat with class? These baseball caps display your Vintage Aircraft Association logo with style. Choose one of the three styles shown.

Red Cap with Black Bill ........ . .. .. ... .. V00437 Red Cap with Mesh Back ................. V00359 Natural Cap with Red Bill . ... ...... .... ... V00436

B. Navy MA-1 Jacket Stay warm in this great looking jacket with the Vintage logo. This jacket has a bright orange lining and comes in youth and adult sizes

Youth Youth Youth Youth

sm md 19 xl

V00605 .. $38.95 V00606 V00607 V00608

Adult md Adult 19 Adult xl Adult 2x

Vl0102 .. $42.95 Vl0l03 Vl0l04 V10105

C. ladies Chambray Shirt .. ........ . .. $14.99

Order Online: http://shop.eaa.org

D.

Soft and comfortable this long sleeve chambray shirt comes in yellow or peach. 100% cotton with a tone足 on-tone VAA logo.

Yellow md . ....... .. .................. V01281 Yellow 19 .. .. .. . .. . .. . ..... .. .. . ... ... V07047 Yellow xl ... .. . . ... .... . .. ....... . . . .. V07048 Peach xl . ........ . . ... . . .. .... .... ... V07049

D. Black Polo ............... . ..... $39.95 This black pocket polo has a tan bird's-eye trim and the Vintage logo in tone-on-tone.

sm ......... . ..................... .. Vl1438

md ................................. V07044

19 ... .... .. ...... ... ................ V07045

xl ........ ....... . . .. . .. ..... ..... . . V07046

E. Biplane T-shirt ....... . ..... . . . .. $14.99 100% cotton tee in light blue sports a vintage design and Vintage logo.

Oshkosh, WiSCODSiD

~

sm ... . ....... . . . ... ... .. ....... .. ... V01039 md . ... . ....... ........ ..... ......... V01040 19 ................ . . .. ...... ........ V01053

Set of Four Assorted Wooden Planes ........... $5.99 This holiday season decorate your home with small wooden airplanes which will delight all aviation enthusiasts. Four planes that are approximately 2112 inches in length.

Set ...... V70702

Order Online: http://shop.eaa.org

Ornaments Pilot Bear Bank .... $12.95 There is no doubt that this cute resin bear is an aviation buff. He sits approximately 6 inches high holding his favorite toy.

Bank ....... . ..... V5l479

Picture Frame

Antique Ornam

... . ....... $7.45

Beautifully crafted wooden frame in three sizes.

4x6 ... . V01207 .. .. $23.99 5x7 .... V01220 .... $24.99 8xl0 .... V01222 .... $28.99

Pedal Plane Ornament. ..... . ..... V5l484

Memories of yesteryear come back when looking at this ornament of a child riding in an antique airplane pedal car.

Approximately 3路3/4" in length.

Tin Biplane Ornament .... .. $5.25 Small tin toys have entertained many young children, here's a chance for you to enjoy a similar toy made into an ornament.

Approximately 2路3/4" in length.

Tin Biplane Ornament. .... . ... . V5l487

Set of Three Skiplanes .. .... ... $19.80

sue h. ..

Uniquely painted with detailed designs, these ornaments will become favorites for your whole family during the holiday season.

Approximately 1路3/4 " high.

Three Ski

ne Set ................ V70703

- - - - - - - - - - - - - , Traveler Print Bag ........ $39.95

Weather Vane ••••••...•. $45.95

Handtrafted using 14 gauge solid steel with a durable copper vein powder coated finish baked on. The textured finish gives the appearace of hammered copper.

State garden or house mount Weather Vane ................ V00711

Take your essentials or throw together a days necessities into this 12x14 travel companion. Choose a vertical bag with

cloth handles or a horizontal bag with

black handles.

Bag ........... VOl168 J311!iiiiJiii!i"-':-,,,,~~

Paper Weight ..... $14.00 Choose between two distinctly attractive paperweights. The vertical weight has the Wright Flyer and bicycle and the horizontal weight has the Flyer with awindmill.

Vertical (3" high) ..... V00801 Horizontal len .. V01136

and more

•

Three-piece Baby Outfit ........... $39.99 Set includes a soft t-shirt appliqued with an airplane, pants and hat. State color choice of blues or pinks.

6 month size ..... V03130 12 month size .... V03131

•

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