VA-Vol-31-No-9-Sept-2003 by EAA Vintage Aircraft Association

SEPTEMBER 2003

VOL. 31 , No. 9

VAA NEWS/H.G. Frautschy

2003 AIRVENTURE AWARDS

6 JOHN MILLER RECALLS

A LITTLE FLYING INCIDENT IN 1929/john Miller

8 TAILWHEEL TRANSITION TRAINING , PART 3 CROSSWIND TECHNIQUE AND SLIPS TO LANDING足 THE LOST ARTS?/Donovan Hammer 10 MYSTERY PLANE/H. G. Frautschy 11

ONE LARGE ADRENALINE COCKTAIL WHAT HAPPENS WHEN THE FUSELAGE GAS TANK SPLITS OPEN IN FLIGHT WITH NO PLACE TO GO?/ Al Kelch

14 RICHARD PORTER' S C-196 A ROUND-MoTORED " WHATSIT?"/Budd Davisson 18 VAA CHAPTER LOCATOR VISIT THE VAA CHAPTER NEAREST YOU AND GET TO KNOW SOME GREAT OLD-AIRPLANE ENTHUSIASTS! 19 PASS IT TO BUCK 20 VAA CHAPTERS IN ACTION VAA CHAPTER 30's YOUNG EAGLES RALLY/ H.G. Fra utschy 21

A LEAP OF FAITH Rob Mixon

THE VINTAGE INSTRUCTOR WHAT'S GOING ON?/ Dou g Stewart

CALENDAR

NEW MEMBERS

CLASSIFIED ADS

Front Cover: Behind the thundering 450 hp Pratt & Whitney R-985 are pilot Publisher Editor-in-Chief Executive Editor News Editor Photography Staff

Advertising Coordin ator Advertising/ Editorial Assistant Copy Editing

TOM POBEREZNY scon SPANGLER MIKE DIFRISCO RIC REYNOLDS JIM KOEPNICK LEEANN ABRAMS TRISHA LUNDQUIST JULIE RUSSO ISABELLE WISKE COLLEEN WALSH KATHLEEN WITMAN

VINTAGE A.;.;I.;.; R"P.;;; L.;.; A.;.; N.;;; E'--_ _ _ _ _ _ _ _ _---1

Executive Director, Editor VAA Administrati ve Assistant Contributing Ed itors

HENRY G. FRAUTSCHY THERESA BOOKS JOHN UNDERWOOD BUDD DAVISSON

Richard Porter and his passenger, Mark Boykin in Porter's Cessna "196 " a con足 version of the classic Cessna 195. EAA photo by Jim Koepnick , EAA Cessna 210 photo plane flown by Bruce Moore.

Back Cover: A Century of Flight is the title of Leon Basler's mi xed media paint足 ing that depicts the progress of flight throughout the century. Leon 's worked as a commercial artist and currently serves as the corporate pilot and creative designer for Kadrmas, Lee and Jackson in Bismarck, North Dakota. Leon 's art足 work was presented with the Theme-Par Excellence ribbon during the 2003 EAA Sport Aviation Art Competition .

STRAIGHT

Be LE EL BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

Hats off to our volunteers! I don't know about you, but after spending nearly two-and-a-half weeks in Oshkosh working and enjoying EAA AirVenture 2003, making the shift back to working for a living is a tough transi tion! I've been trying to think of all of the events that took place, and put them in some sort or order, but it's diffi cult, since there were so many great activities that took place. This year's event was a great success in every respect. Thanks to good weather in the central Midwest, we had a large number of airplanes arrive during the weekend prior to the con vention's start on Tuesday. We were blessed with a great group of volun teers who showed up early, and our flight line safety and Tall Pines Cafe volunteers were able to help their fel low VAA members get off to an enjoyable start to the week. Over the years, as the convention grounds have been rearranged by EAA, we 've had to adjust our parking area layout. We're working on that again. To explain it further, for many years we've kept the area just to the south of the Theater in the Woods as antique (no camping) parking only, and then started showplane camping about halfway through this area to the south. In the past, with demand for camping parking not as great in this area, we'd fill in part of that area with "round en gine" airplanes, most often classics. This year, we didn't need to fill in the area, so many of those classics were parked in different areas. Camping in the south half of the convention grounds is not just VAA camping, but all of showplane camp ing. As more and more homebuilders are camping with their aircraft, we're working with the homebuilt commu nity to accommodate those pilots who camp with their airplanes. There are a

few rows of the camping area that are set aside for homebuilt camping, and that's often the reason you see a gap in the parking as you are directed south toward the rest of showplane camping. On the opening day of EAA AirVen ture, we did a physical inventory of airplanes in the showplane camping area, plus our VAA parking, and we counted nearly 1,100 airplanes, a record number of showplanes for us. It also seemed that many folks chose to stay longer and participate in the many fo rums and visit the displays, including Countdown to Kitty Hawk. This year, the judges also had their hands full. Before EAA AirVenture starts, the judges arrive early enough to be issued their equipment. It's a great plan , and when it works, the judges can start reviewing aircraft be fore the actual start of the event. Not this year. The computer system issued to our judges was not working prop erly, and would remain in various states of disarray for the duration of the convention. Not to be outflanked by a computer, our judges were issued our old-fashioned pencil and paper forms at the beginning of the week, and they accomplished their tasks with their usual efficiency. They all did a great job under trying circumstances. Needless to say, we will be working closely with EAA to ensure a revision to the computer program meets the needs of the members and the judges. The restoration of aircraft continues to get better and better. Take, for exam ple, the Classic Grand Champion for 2003. Mike Greenblatt and his wife, Lydia, are a real team when it comes to their Beech 18 and its restoration. This wasn't a one-time shot at the top award, either. They've worked on that airplane for a number of years, getting as close as Reserve Grand Champion

last year. After checking with the judges about any discrepancies that they needed to address, they went home and worked on the airplane, and were presented with the Grand Cham pion Lindy. Great job! Congratulations to all the winners. I strongly believe that if it were not for the awards pro gram, many of these great airplanes in each of the judging categories would not be restored to the levels we see to day. It's truly remarkable. My hat's off to the hard-working chairmen, co-chairmen, and sunburned volunteers of the flight line safety crew. On scooters and on foot, these folks do their best to help VAA members and nonmembers alike park and depart with their airplanes, sometimes with an interval of only a few seconds. During that time, they have to ensure the air plane's in a safe environment, check its registration number, and if needed, check on the radio to see if it qualifies to park in the showplane camping area, and then point them toward the right spot. That's a lot to do on a hot day, and there are times when it gets a bit hectic, and their conversations with the airplane pilots are pretty short and to the point. We appreciate the coopera tion of pilots who are equally hot and tired after a long flight. Parking is always an issue we work with during EAA AirVenture. We will be conducting a review of the parking arrangements for the entire showplane parking area that VAA administers during the convention. Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all! ...... VINTAGE AIRPLANE

VAA NEWS

Sport Pilot Takes a Major Step at EAA AirVenture EAA AirVenture Oshkosh attendees are ac customed to big announcements, but they heard a huge one July 31, during FAA Ad ministrator Marion Blakey's "Meet the Administrator" session. Held this year in the largest EAA forum pavilion, which nearly quadrupled the num ber of available seats, she told a standing-room-only crowd that she'd signed the sport pilot/light-sport aircraft (SP/LSA) rulemaking package and for warded it to the Department of Transportation (DOT). Secretary of Transportation Norman Mineta attended EAA AirVenture two days later and said that SP/LSA would not be in his office long. After DOT and Office of Management and Budget (OMB) approval, SP/LSA will become official upon publica tion in the Federal Register. "This will serve the needs of aviation enthusiasts for many years to come," said the administrator, making her first visit to Oshkosh. "It's expected to greatly reduce the barriers for becoming a pilot and for becoming an aircraft owner. I can assure you I'm going to work very hard with DOT as the rule continues to move forward." "This is a momentous step on the road to seeing sport pilot/light-sport aircraft be come a reality," commented EAA President Tom Poberezny. EAA continues to work closely with the FAA to ensure that the infrastructure needed for training and aircraft inspection are in place so members can fully realize the rule's benefits when it takes effect. EAA also has worked closely with aviation industry representatives, through the ASTM International standards-setting process, to establish light-sport aircraft manufacturing standards.

The light-sport aircraft portion of the rule will require that all manufacturers up hold the consensus standards that are being established by the industry/commu nity/government committee administered by ASTM, thus ensuring that each new ready-to-fly light-sport aircraft will be con structed within accepted design and quality assurance standards. Most of the ASTM standards for LSA should be completed when FAA issues the final SP/LSA rule. The powered parachute standards are already completed, and the fixed-wing committee has completed its quality control standard. It is in the final stages of balloting its other standards. The weight-shift (trike), gyroplane, and glider committees have also begun work on their various required standards. After the final SP/LSA rule is published, the var ious consensus standards will be adjusted as necessary to meet the final rule speci fications. While the SP/LSA announcement was the highlight of her forum, FAA Administra tor Blakey discussed the year-old FITS (FAA-Industry Training Standards) program, created in partnership with Cirrus DeSign, AirShares Elite, Avidyne, and Garmin. The program aims to develop tailored training for the individual ways pilots use their air planes. "One size doesn't fit all," Blakey said of current training. She also announced the expansion of the DAR (deSignated airworthiness repre sentative) inspection program. "The number of homebuilt aircraft is growing, which is great," Blakey noted, "and we're developing a new DAR designation. The DAR program will have more inspectors, which means more inspections and greater safety."

VAA Hall of Fame 2004 Nominees Sougirt Time is running out for submitting nominations for the 2004 VAA Hall of Fame. If you know someone who has made lifelong contributions to the vintage airplane community, consider nomi nating him or her for this honor. The deadline for nominations is September 30, 2003. Copies of the nomination form can be down loaded at www.vintageaircraft.org/programs/nominating.html. Please do it soon! 2

SEPTEMBER 2003

FAA Administrator Marion Blakey addresses representatives of type clubs during the annual EAAj VAA Type Club.

EAA AirVenture Brings Gov ernment-Industry-Aviators Together As the world's pre-eminent gen eral and recreational aviation showcase, EAA AirVenture Oshkosh is where all the players of aviation government, industry, association, and the general public-meet and get things done. "This week is important to our government relations because it gives EAA a tool nobody else has," said Earl Lawrence, EAA vice presi dent of industry and regulatory affairs. "In one day government of ficials can see everything related to general aviation and recreational aviation that would take them years to see at different events. Just as im portant is that the people and the aircraft that come to Oshkosh relate with each other. People don't realize what effect it has on officials when they come here and see how polite everyone is, how much fun they're having; they see the families, and see the beautiful airplanes." AirVenture is an important part of EAA's year-round work with gov ernment and aviation officials to promote the needs of EAAers and the general aviation community. EAA concentrates on five key issues: homebuilt aircraft; fuel; aging air craft; security; and, of course, the sport pilotl1ight-sport aircraft (SP/LSA) rule. Some of the areas of particular concern to vintage air craft owners include;

Fuel EAA has devoted considerable resources to researching viable re placements for leaded aviation fuels. While there were no fuel-spe cific meetings this year, new aircraft engines by Honda/Tele dyne Continental and Bombardier tout the use of autogas. "By devel oping these replacements and technologies, it offers the possibil ity of changing to a nonleaded fuel and keeping everyone in the air," Lawrence said. Aging Aircraft Field approvals were a hot topic at the annual FAA and type clubs meetings . "We worked directly with the FAA Small Airplane Direc torate to develop material that makes it easier for people to main tain older aircraft," said Lawrence. "That system can be difficult , so EAA and other aviation organiza tions have been working with the FAA to develop procedures and poliCies that'll make it easier to keep aging aircraft flying." Security Transportation Security Admin istration (TSA) representatives attended EAA AirVenture to see how general aviation operates. "We talked about TFRs (temporary flight restrictions), and how can we better communicate them to our membership," Lawrence said. About "pop-up" presidential TFRs, he added, "TSA does not imple ment the presidential TFRs; that's the Secret Service, and the Secret Service is hard to communicate with. But the TSA is our spokesper son with the Secret Service, and by working with them, they commu nicate back to the Secret Service how important this issue is and re lay the feedback coming from the aviation community. TSA officials were here listening to pilots and getting a better understanding of the problem, and they're looking at coming back next year. " Sport Pilot From the start, EAA has worked tirelessly to move sport pilot/light continued on the page 26

Discovery Networks Spotlight Aviation's Birth, EAA AirVenture

Jim Wrigbt and Hughes Racer Lost One of the most beautiful repro duction aircraft ever built and the innovative visionary who spear headed the creation of the recently completed Hughes H-1 racer were both lost when James L. Wright, 53, was forced to make an emergency landing in Yellowstone National Park. Attempting to land in the area of the Midway Geyser, witnesses stated he veered away at the last instant when he realized a number of people were in the area. Several witnesses men tioned a few loud pops of noises coming from the plane, and then si lence as it made its controlled descent and then crashed. Completed last year after a multi year program to re-create the record-setting Hughes racer built for Howard Hughes in 1935, Wright wasted no time in getting the airplane ready for a speed trial, and on Septem ber 13, 2002, in Reno, Nevada, during the Reno Air Races, Wright flew the Hughes replica to a new speed record over a 3-kilometer course. The FAI cer tified the class C-l.d, Group 1 record of 489.35 kph (303.4 statute mph) . Plans were being made for future record attempts later this year. Jim Wright enthusiastically shared his beautiful aircraft with thousands of EAAers during EAA AirVenture 2003, and was on his way home when the accident occurred. Our condolences to his wife, Betty, the employees of Wright Tool, and the team members who helped construct the Hughes racer.

In September the Discovery Chan nel and its digital aviation network the Discovery Wings Channel will air special programming that you won't want to miss. On September 17, the Discovery Wings Channel airs Oshkosh 2003: The Centennial Edition. Produced by EAA TV, the hour-long recap of EAA Air Venture Oshkosh 2003 focuses on piloting, economics of general avia tion, homebuilding and access to the skies, EAA's unique aviation commu nity at AirVenture, and a look ahead to aviation's second century. Scheduled airtime is 9 p.m. EDT, with repeats at midnight and (September 18) 5 a.m., 8 a.m., 1 p.m., and 4 p.m. On September 19, the Discovery Channel will air a two-hour documen tary, The Wright Brothers: Rrst In Right, featuring extensive focus on EAA's Countdown to Kitty Hawk and the con struction of EAA' s authentic reproduction of the 1903 Wright Flyer by The Wright Experience in Warrenton, Virginia. The documentary follows the parallel paths of the Wrights in 1903 and The Wright Experience in 2003 as Ken Hyde and his team employ reverse engineering to interpolate the brothers' design process and results from exist ing Wright aircraft and parts, family correspondence, and other sources. EAA President Tom Poberezny de scribes the centennial celebration'S significance along with Countdown to Kitty Hawk festivities , culminating in the flight of the Flyer reproduction pre cisely at 10:35 on December 17, 2003. The program first airs on Septem ber 19 at 8 p.m. EDT, with repeats scheduled for 11 p.m.; 11 a.m. Sep tember 21; 8 p.m. and 11 p.m. September 25; and 6 p.m. Septem ber 27. Portions of the original program will appear on Discovery, along with same-day footage from EAA's Countdown to Kitty Hawk cele bration and the planned first flight re-creation at Kitty Hawk, on Decem ber 17 at 9 p.m. The program will be repeated at midnight and the next day at noon. VINTAGE AIRPLANE

- ........-- OS H K 0

S H

• 2003

~ Antique Antique Grand Champion William Scott 1930 Stearman Aircraft 4E N663K Reno, NV

Silver Age (1928-1936) Outstanding Closed Cockpit Monoplane Max Davis 1935 Stinson SR-6A Waconia, MN 55387

Antique Reserve Grand Champion Richard Jackson 1931 Sikorsky S-39 NC50V Rochester, NH

Outstanding Open Cockpit Monoplane Kenneth Jorgensen 1931 Curtis WrightJr. CW1 N10860 San Dimas, CA

Bronze Lindy Replica Aircraft Jim Wright, 1935 Hughes H-IB NX258Y Cottage Grove, OR World War II Trainer/Liaison aircraft Richard Packer 1941 Boeing A75N1 (PT17) N9856G Transport Category Kent and Sandy Blankenburg 1942 Lockheed Electra Groveland, CA World War II Era (1942-1945) Scott Perdue 1942 Stearman PT-17 N62552 Fort Worth, TX Bronze Age (1937-1941) Richard Packer 1941 Boeing A75Nl (PT-17) N9856F Silver Age (1928-1936) Mark Grusauski 1935 Waco YKC-S NC14614

PLAQUES

Outstanding Closed Cockpit Biplane Les Cashmere 1929 Waco CTO Nc16203 McAlester, OK Outstanding Open Cockpit Biplane Frank Pavliga 1929 Waco CTO NC675N Rootstown, OH Runner Up David Allen 1930 Waco ASO N662Y Elbert, CO World War II Military Trainer/Liaison Runner Up David Hermann Aeronca 0-58 N48620 Two Rivers, WI Transport Category Carolinas Historic Aviation Commission & Museum 1942 Douglas DC-3 N44V Charlotte, NC

Bronze Age (1937-1941) Outstanding Closed Cockpit Monoplane Michael Vaughan 1940 Howard DGA-15 NC22410 Charleston, IL 61920

Runner Up Henry Galpin 1928 Travel Air 6000 NC9038 Kalispel, MT

Outstanding Open Cockpit Biplane David Harris 1941 De Haviland DH82A Tiger Moth Kenosha, WI

Customized Aircraft James Hardie 1939 Taylorcraft BC-65 Heber Springs, AR

Runner Up Frank Iacovelli 1940 Boeing Stearman N725FR Arlington Heights, IL 60004

Antique Custombuilt Christopher Price 1930 Heath V Strut NC9549 Sonoma, CA

SEPTEMBER 2003

Replica Thomas Wathen Laird-Turner LTR-14 racer N263Y Santa Barbara, CA Runner Up Colin Clarke 1927 Bellanca CH300 NC796W Wenatchee, WA

Classic Classic Grand Champion Michael Greenblatt Beech 18 N2913B Midland, GA Classic Classic Reserve Grand Champion R. Fleeman, Piper J-3 NC92027 Lawrence, TN Class I (0-80 hp) Malvern Gross, Mooney M18 N4187 Eastsound, WA Class II (81-150 hp) Mark Holliday, Cessna 140 NC3537V Lake Elmo, MN Class III (151-235 hp) Barry Weber, Beech 35 N80418 Livermore, CA Class IV (236 hp & Higher) Richard Epton, Navion Twin DI6A N108N Brooks, GA Best Custom Classic Frank Sperandeo, Piper PA-22-135 N3383A Fayetteville, AR

CLASSIC 2003 Outstanding Aeronca Champ C Pancake Aeronca 7AC N1890E Keyser, WV Outstanding Aeronca Chief Patricia Early Aeronca llAC N3729E Palmyra, PA Outstanding Cessna 120/140 Russell Roberts Cessna 140A N9435A Seaman,OH

Outstanding Cessna 170/180 Rodney Erickson Cessna 170 N2600V Fairmount, ND

Custom Class B (81-150HP) Thomas Martino Ercoupe N2974H Franktown, CO

Outstanding Cessna 190/195 Daniel Petersen Cessna 195 N195DS Unadilla, NE

Custom Class C (151-235HP) Charles Heath Aeronca 15AC N1264H Cottage Grove, OR 97424

Outstanding Ercoupe David Tulis Ercoupe 415-0 N2404H Atlanta, GA

Custom Class D (236 and up) Robert Petersen Cessna 180 N2443C Cameron Park, CA

Outstanding Luscombe Donald Warner Luscombe 8E N77842 Gilbert, AZ

Preservation Ray Johnson Aeronca 11 AC N3469E Marion, IN

Outstanding Navion William Guy Mark Cyrier Navion NlO133 Fort Worth, TX

Best Custom Runner Up Robert Runkle Cessna 140 N1408U Swanton,OH

Outstanding Piper J-3 Richard Rademacher Piper J3 NC3650K Urbana, OH 43078

Contemporary Contemporary Grand Champion

Richa rd Hansen 1959 Beech N404T

Batavia, IL

CONTEMPORARY Outstanding Beech single Engine Allen Boyce 1959 Beech K35 N637Q Coronado, CA Outstanding Cessna 170/172/175 R. Kachergius 1956 Cessna 172 N5148A Orland Park, IL Outstanding Cessna 180-182-210 Dale Wilkens 1958 Cessna 182 N818H Independence, KS Outstanding Champion Erik Hokuf 1958 Champion 7FC N9128R Richfield, MN 55423 Outstanding Mooney Gerald Turney 1963 Mooney M20C N175KT Oakland, CA Outstanding Piper PA-18 Super Cub John Sibbitt 1956 Piper PA-19 N3591A Hyannis, NE

Outstanding Piper, Other Windle Henry Piper PA-12 N92754 Sercay, AR 72143

Contemporary Reserve Grand

Champion

John Janovetz, 1958 Beech 95 NlOOBH

Colleyville, TX

Outstanding Stinson Simon Rose Stinson 108-3CFLWI St. Albert, AB

Contemporary

Class I Single Engine (0-1 60 hpj

Thomas Ferraro 1959 Pacer PA-22

McKinney, TX

Outstanding Swift William R. Breese Swift GCl B 78306 Omaha, E

Class II Single Engine (161-230 hpj

Rick Kent 195 7 Cessna 180 N161E

9 Blackberry Rd .

Searcy, AR

Outstanding Piper Cherokee Randal Kersten 1967 Piper PA-32-300 N4019R Des Moines, WA

Outstanding Taylorcraft Robert Hom Taylorcraft BCI2-D N95885 Ashland, WI 54806

Class III Single Engine (231 hp &

Higher)

Steven Oxman 1959 Beech H35 N12711

Riva, MD

Outstanding Piper Multi-Engine David Thomas 1967 Piper PA-30 C-GGHE Clinton, ON

Outstanding Limited Production Robert Williams Grumman G-44 N414U Hayden Lake, ID

Customized Single/Multi Engine

Donald Richardson 1966 Piper PA-30

N73LW

Gray, ME

Outstanding Limited Production Dean Jennings 1966 Helio H-250 77LF Ada, OK 74820

Custom Class A (0-80HP) Ellis Clark Piper J3C-65 N92628 Bath, MI

Outstanding Customized

Donald Gaynor, 1959 Beech K35

N87DG

Englewood, FL

Best Continuously Maintained Larry Betts 1967 Bellanca 17-30 San Francisco, CA

Outstanding PA-22 Tri-Pacer James Page 1956 Piper PA-22-150 N4804A Raleigh, NC 27604 Outstanding Piper PA-24 Comanche William & Susan Harryman 1965 Piper PA-24-260 N8582P Marion, IL

VINTAGE AIRPLANE

n 1929 I was hired by firm in Norwalk, Connecticut, Norwalk Airways, to take de livery of and fly its newly purchased New Standard D-25 five place biplane. That was an airplane designed especially for barnstorming after the Department of Commerce, in 1927, grounded the old World War I Standard J-1 airplanes with His pano-Suiza engines, operated by the old Gates Flying Circus. The New Standard D-2S was designed by an engineer from the Sikorsky organiza tion, named Komarnitsky under the supervision of Charles Healy Day, the designer of the original Standard J-1, and Clyde Pangborn, the chief pilot of the Gates Flying Circus. The New Standard D-2S was powered by a Wright J-S engine of 22S -hp, the same type of radial engine that flew Charles Lindbergh across the Atlantic in 1927. The pilot sat in the rear cock pit to balance the engine, and the four passengers sat in a large bathtub shaped cockpit located on the center of lift under the upper wing center section, all facing forward. It was an ideal airplane for barnstorming on a large scale, such as the Gates opera tion, out of grass fields of limited size. A field of 1,000 feet was ample with full load and no wind. I took delivery from Clyde Pang born, then chief test pilot for the New Standard Aircraft Corp., at Teter boro Airport, New Jersey. After flying it to Hartford for Connecticut licens ing, I took it to the little hilltop field at Norwalk, its home base, overlook ing the city, the harbor, and Long Island Sound. The takeoff was slightly downgrade with no obstructions to clear, right out over the city and har bor. The owners had arranged a special day to introduce their new 6

SEPTEMBER 2003

day, and there was a kept me very busy hopping four pas sengers at a time for $2.50 a head on very short hops, $10 per load. It was a fast, lucrative operation, so the own ers were on their way to paying off the cost of the airplane, and I was making a good commission of 20 per cent. The hops were no more than 5 minutes in the air, just out over the city and harbor and back for a quick reload, out one side of the cockpit and in the other simultaneously with a good pit crew. It was a tight field, and landings had to be made pre cisely. The area around the field was all residential. It was only three months before the stock market crash of October 1929, the beginning of the Depression, and everyone had money to spend. Connecticut had the first aviation regulatory laws, originating in 1911, which were more restrictive in pur pose than regulatory, for many wealthy people in the state hated airplanes. Some had actually sued in attempts to prevent flying over their land, claiming it was trespassing. Failing in that effort, they had insti gated the regulatory laws and the Connecticut Aviation Commission to enforce them, thus establishing a comfortable bureaucracy for some appointees. We pilots used to call it the "Commission of Aviation Sup pression," which fit it perfectly. Even after the federal Department of Com merce Bureau of Aeronautics took over air commerce regulation in 1927, the Connecticut Aviation Commission actually expanded and proceeded to over-regulate and tax civil aviation. It specified require ments for every airfield, public or

private, even private airstrips, and charged fees for licenses. All pi lots and mechanics had to take state written exams, flight tests, and medical exams, which were dupli cates of the federal tests, and pay fees for state licenses. Each airplane was inspected by a state inspector and licensed each year for a fee, in addition to a costly state personal property tax. Any fixed base opera tion was licensed and taxed. A non-fixed base operation such as barnstorming was therefore not possible. Insurance requirements were burdensome. It was a paradox that civil aviation could exist at all in Connecticut. And that was the real objective. One state aircraft inspector, I will call him Mr. P, the initial of his name, had been some pre-World War I early bird pilot's mechanic, and he made it known that he was the world's most senior, knowledgeable, and strict in spector in existence. He was on duty five days a week, but on weekends he would, on his own time, drive around the state and harass the pilots who were trying to make a living. It is hard to believe some of the stunts that guy would pull off. He had the right under the law to enter a hangar at any time, inspect an airplane, and ground it, even without the knowl edge of the owner! As an example, he found an airport directory lying on the seat of my friend's plane and grounded the airplane because it was not tied down! The owner entered his hangar to go flying, only to find the plane red tagged. The owner had to comply with paperwork to un-ground

1"\\,"7i:~"\'7D'"

'sfeJicUed the on its fuselage, 1nd collected the annual fee. How ever, in front of my crowd of eager passenger prospects, he ordered me to stop flying so that he could inspect the airplane again. He could not find anything wrong with the brand new plane, but he noticed a slight tear in the canvas boot on the tailskid. It was a little triangular tear caused by a stick or stone. He walked around to the propeller, put a red grounding tag on the hub, and announced, in front of the crowd, that a new canvas boot would have to be installed and a re port made to him before any more flying could be done. This right in the middle of my first big day of pas senger flying! He then loaded his family back into his car and drove off, to harass another pilot some where, no doubt. The purpose of that canvas boot was to exclude dirt and grass, and possibly field mice, from getting up into the fuselage . That lit tle three-cornered tear was not likely to admit much of such. After Mr. P. had gone out of Sight, to the delight of the crowd I tore off the red tag and resumed flying. The mayor of Norwalk had been invited to take a flight in the new air plane and in due time arrived with three other men to go. When I saw them I was shocked. Everyone of them weighed at least 225 pounds; I suspected 250. They were enormous. That was somewhat in excess of the 170-pound average passenger weight specified in the airplane's certificate. The mayor had been told that he

1ft front of

my crowd of eager

passenger prospects ...

he noticed a slight tear

... walked around to the

propeller, put a red

grounding tag on the

hub, and announced,

... that a new canvas

boot would have to

be installed and a

report made to him

before any more flying

could be done.

having been born, but they were in effect nonetheless, just as was the law of gravity before Newton. Just as I was lifting off, with the entire field behind me, and I mean no more ahead, with that heavy load, the en gine lost power and started shaking the whole airplane violently via the rigid engine mount ring. We were launched out over the city in a sink ing condition, heading for a dunk in the drink of the harbor. . .if we could make it that far. In those days few single-engine airplanes had airspeed indicators, and none had Pilots Operating Handbooks. It was up to the pilot to become familiar with performance. Fortunately, the D-25 was one of the earliest planes to come eqUipped with an airspeed indicator, and I had experimented with stall and

descent and actually gave me a very slight climb, as judged by eye and feel (the pucker factor). I had not gotten low enough to get ground effect, but by holding straight ahead and care fully holding the best airspeed I was getting just a little climb, heading out over Long Island Sound with smoother air over the water. The en gine was holding its lower power and its vibration, and extraneous popping and banging was at a steady level. Oil pressure was okay. Numerous small sailboats out on the sound were reas suring. Without losing any of that precious altitude, I was able to make a very, very gradual downwind turn back inland. Over the land I felt a slight upward thermal and nicely made it over the rising ground for a downwind leg to the field. I did not risk a 10-12 mph downwind landing back on the field because the field was too short with high trees on the downwind end, so a crash would have been inevitable and disastrous, especially with the crowd of people at the downwind end. By very careful attention to airspeed, I was able to make a second turn, clearing the houses by a hundred feet or less, and make a good landing that apparently looked perfectly normal to the people on the ground. Due to the long slot ted opening in the exhaust pipe, not many people had noticed the irregu lar exhaust of the engine. Believe me, I was drained and sat in the cockpit trying to look calm and normal while the mayor and his friends debarked. I was thinking of the averted disaster and how I never again would risk such an overloaded takeoff. continued on the page 27 VINTAGE AIRPLANE

Tailwheel Transition Training

Part 3 Crosswind technique and slips to landing-the lost arts? DONOVAN HAMMER

Introduction This time around I want to touch on two topics where some transition pilots have a bit of trouble. These are cross wind technique and slips to landing. Three common threads connect these two maneuvers. Both are used as part of the landing approach. Both use cross-control of rudder and ailerons. And, both are in danger of becoming lost arts. Crosswind and slip maneuvers are still part of the FAA flight exam, but the quality of training and execution are showing some of the ravages ofneglect in recent decades. Maybe it can be said that slips are the victim of modern aircraft designs with their flaps, reduced nldder effectiveness, and clean side profiles. On the other hand, crosswind landing and takeoff technique owes much of its demise to the tricycle gear that is tolerant of bad habits. Modern airplane design and tricycle gear have not so much rendered slip and crosswind tech niques useless, but rather have made it possible to neglect

Slips Budd Davisson wrote a great arti cle for the January 2003 issue of Flight Training magazine. It is recom mended reading for those interested in this topic. In the article Budd laments the rarity of seeing some one perform a sideslip to landing, and then discusses the use and ad vantages of slips. In addition, he dispels the misconception held by some that slips are unsafe. For many of the older " Rag Wings," the slip is the primary aero dynamic means to steepen the glidepath, as many of these older airplanes do not have flaps. Modern airplanes usually cannot be slipped as aggressively as the older taildrag gers. Most modern airplanes do not have the same level of rudder re sponsiveness as the typical taildragger. Also, the drag presented by the clean side profile of a modern airplane is noticeably less than that of a tube and fabric airplane like the Super Cub, Champ, or Citabria. Pi lots who have only flown the 8

SEPTEMBER 2003

these useful, if not necessary, flight maneuvers. For tailwheel airplanes proper crosswind technique is es sential. The same can be said of slips for most of the older tailwheel airplanes. The methods that I use and teach are no different than those shown in th e FAA's Flight Training Handbook AC 61-21A, which serves as the basis for the Practical Test Standards (PTS) used in every pilot'S FAA flight exams. However, it should be important to note that the ex amples shown in the pertinent sections ofAC 61-21A use tricycle-gear airplanes. That is to say, for the most part the techniques used for taildraggers are not so much different, but rather are just a strict adherence to the standard techniques that should be used for tricycle airplanes. I view any training given to transition pilots to polish-up crosswind and slip tech niques as remedial in nature and encourage those pilots to also use them when flying tricycle ailplanes.

modern "Wichita Iron Clads" may never have experienced a truly effec tive sideslip and may, in fact, find their first exposure a tad unnerving. Both flaps and slips create extra drag, but unlike flaps, the slip re duces lift so that both components of the lift-drag ratio are working to ward a steeper glidepath . In addition, exiting a slip increases lift and decreases the stall speed, thus the slip can be freely entered and ex ited as needed during the approach. Conversely, removing flaps decreases lift and increases the stall speed, so once the flaps have been applied much care must be given in remov ing them. This explains why the removal of flaps on the approach is not a recommended action. Use of slips is much more akin to the use of spoilers on a glider. The misconception that slips are not safe can probably be traced to the fact that we have all had it beaten into our skulls to keep the "ball" centered in slow flight situa tions such as what we experience in

the pattern and on approach. It is told to us that an off-centered "ball" is a standing invitation for a spin if we inadvertently stall the airplane. Although an off-centered "ball" is a necessary condition for a spin, it is not a sufficient condition. Acknowl edging that there are always pathological situations for any ma neuver, it can still be said, when properly done, that a slip is no less safe than the Wings-level approach. It must be mentioned, however, that although an off-centered "ball" is okay in the creation of a slip, it is neither safe nor acceptable to have the "ball" off-centered in such a way as to induce a skid. A skid truly is courting disaster when you are low and slow.

Crosswind Landings and Takeoffs There are two issues regarding crosswind landings during transi tion training. The first is obviously the use of proper technique, but the second, and somewhat less obvious, is the issue of recognizing when

crosswind technique is required. It is human nature to reduce complex operations down to their most criti cal tasks. This allows us to dismiss some tasks as trivial so that we can focus on those that are more impor tant. Because of the tricycle gear's forgiving characteristics, the side loads induced by light to moder ately light crosswinds present little hazard even when no concerted ef fort is made to eliminate the side loads caused by landing with a slight crab or with a slight sideways drift. Since experience rarely punishes such infractions, some tricycle gear pilots soon develop an unconscious complacency toward those cross winds that fall below some arbitrary threshold. Unless a student pilot is trained otherwise, it is almost in evitable for bad habits to arise from such natural complacency. Any level of complacency toward crosswinds while landing or taking off in a taildragger may very well re sult in loss of directional control. Even what might be perceived as fairly light crosswinds can be dan gerous in the event of an incompletely rotated three-point landing if drift or crab is ignored. Complacency will not likely last very long with taildraggers, though. Experience is a harsh teacher. There is nothing like doing S-turns across a runway centerline to drive home an object lesson on drift correction. This is taking low-altitude ground reference maneuvers to the extreme. It is important for the transition pi lot to develop a keener sense of drift or misalignment than may be used for tricycle-gear airplanes. This is something that can and should also be practiced with that modern three-wheel "Spam Can." Side loads impose unnecessary stress on the tricycle landing gear and tires and thus should be avoided even though there is little threat of los ing directional control. But more importantly, practicing good align ment and drift control every time you fly, regardless of gear configura tion, sharpens those skills for when you do fly that taildragger.

By the time crosswind compo nents reach moderate levels, pretty much everybody recognizes the need to use some form of corrective action. A drawback to tricycle air planes is that they do not always force us to perfect our crosswind technique. Almost any form of flail ing can result in a successful, albeit bumpy, landing. On the other hand, taildraggers demand us to be profi cient in our crosswind skills, and either you have them or you go someplace where the runway is Wind-aligned.

Even what might be perceived as fairly light crosswinds can be dangerous . . . The private aircraft that the vast majority of us fly are relatively slow and light. For these aircraft, particu larly the taildraggers, there are two acceptable methods used for cross wind landings. The most frequently used method for doing crosswind landing comes straight from the FAA's Flight Training Handbook AC 61-21A. For this type of approach a crab is used for most of the final ap proach. Then, some adequate time prior to the flare, a cross-controlled attitude is established. The cross controlled attitude is essentially a runway-aligned Sideslip into the crosswind where the slip's sideways motion cancels the drift caused by the crosswind. The second method is a variation of the first where the sideslip is established at a higher al titude shortly after turning onto the final approach. This establishes the final glide angle very early and is useful for those older flapless "Rag Wings" because the glide angle can be controlled by varying the amount of sideslip being used. The advan tage of both of these two methods described above is that the pilot has complete and sustainable control of the drift. A three-point landing is done within a very narrow speed range, nominally at stall speed, and

wheel landings must be done with the minimum of vertical velocity. Thus taildraggers require good con trol over forward and vertical airspeeds at touchdown, and it is important to be able to provide sus tained control over the drift to allow enough time to obtain the correct forward or vertical airspeeds during landing. Bad habits usually form the basis for any difficulties that some transi tion pilots experience during the crosswind portion of tail wheel train ing. Bad habits have their start from insufficient primary training and/or subsequent neglect. First and fore most, Mother Nature does not always cooperate during primary training by providing the adequate conditions for instruction or prac tice of crosswind techniques. Also, many find it difficult to use effective cross-controlled rudder/aileron si multaneously with precise elevator control. This is particularly true with the added workload experienced during landing. Frequently, steep learning curves and inadequate prac tice opportunities prevent pilots from achieving the proper level of proficiency. Bad habits form if these problems are not corrected early, es pecially when the forgiving nature of the tricycle landing gear imposes no dramatic penalties for improper crosswind technique. Unfortunately, taildraggers are unforgiving of lax technique of any form. It is then im portant to unlearn any bad habits and replace them with the appropri ate skills. One last point regarding cross winds, the takeoffs require the same attention to technique as landings. Again referring to the FAA's Flight Training Handbook AC 61 -21A, a pilot should also use cross-controls on takeoff to maintain alignment with the runway centerline. Only after it is confirmed that a positive climb has been established with no chance of settling back onto the runway should the cross-controls be removed and replaced with a crab. If the air plane does settle back onto the continued on the page 24 VINTAGE AIRPLANE

BY H . G . FRAUTSCHY

JUNE'S MYSTERY ANSWER ....-- - - - - - - --

- - - - - - - -- - - ,

ARROW SPORT

The June Mystery Plane was disguised a bit from its factory configuration, but that didn't fool a few of you. Here's one of the letters we received: liThe June Mystery Plane is an Arrow Sport biplane by Arrow Aircraft Corp. of Havelock, Nebraska. The side-by-side two-seater was introduced in 1928 with unbraced cantilever taper wings. N struts were op tional! A five-cylinder Le Blond radial engine of 60 hp on the original Arrow Sport was rated up to 85 hp for the 1931 Arrow Sport 85.

A brilliant red and cream restoration of the wellpreserved NC9325 by New York antiquers John Schlie and Bill Archer was flown August 1965 after 31 years' storage in a Hempstead garage. Photos and text in Fly ing July 1968 are by aero historian and model kit craftsman Gene Thomas. liThe distinctive 25-foot-6-inch wingspan taper wing form of the Arrow Sport was complemented by a 27-foot wingspan copy powered by a 1l0-hp Kinner K-5 . It was called the one-of-a-kind C.P.3 Warren Ta perwing and was built in 1931 at California Polytechical. Ref. Skyways No. 47, July 1968. liThe Arrow Sport V-8 low-wing monoplane with reworked Ford V-8 auto power by Arrow Aircraft and Motors Corp. of Lincoln, Nebraska, followed the bi p lane in 1936." Russ Brown Lyndhurst, Ohio II

Correct answers were also received from Charles F. Schultz, Louisville, Kentucky; John Henry Hess, Man heim, Pennsylvania; Tom Whisnant, Granite Falls, North Carolina; and Wayne Muxlow, Minneapolis, Minnesota.

THIS MONTH'S MYSTERY PLANE COMES FROM ART AND BECKY HASTINGS OF SU SANVILLE, CALIFORNIA. THE PHOTO WAS TAKEN IN 1931, AFTER THE AIRPLANE LANDED ON THE ROUND HOLE RANCH,

MILES NORTH OF RENO, NEVADA •• SEND YOUR ANSWER TO: EAA, VINTAGE A IRPLANE, P. O. Box 3086 , OSHKOSH,

54903-308 6. YOUR ANSWER NEEDS TO BE IN NO LATER THAN OCTOBER 10 , 2003 , FOR INCLUS ION IN THE DECEMBER 2 003 ISSUE OF VINTAGE AIRPLANE. You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. S END YOUR ANSWER TO

vintage@eaa.org . B E SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECI ALLY YOUR CITY AND STATE ! ) IN THE BODY OF YOUR NOTE AND PUT "( M ONTH) MYs TERY PLANE" IN THE SUBJECT LINE. 10

SEPTEMBER 2003

What happens when the fuselage gas tank splits

open in flight with no place to go?

AL KELCH

any years ago, after search ing and finding the Franklin Sport 90, of which only six were built, I con sidered myself lucky. I drove to New York in the dead of winter to pick it up. I left Milwaukee on Friday morn ing and drove almost nonstop to New York. When I got tired I would pull into a wayside, eat a sandwich, and take a nap. I had a perfect alarm clock-it was so cold that in 15 or 20 minutes my cold toes would tell me it was time to hit the road again. I purchased the Franklin from Bob Dart, who usually bought and parted out aircraft. I don 't know how true it is, but the story goes that he suppos edly restored it, and on the first flight he reportedly lost it on takeoff or landing and plowed into the brush. His wife probably told him to get rid of it, or else! There was enough evi dence on the lower wing to make the story plausible. A picture shows my load on arrival home. I can't conceive how I loaded it and drove it home in one piece. The trailer was a small boat

trailer with 12-inch tires . All four wings were on top of my station wagon. Rather than completely restoring it (I couldn't wait that long to fly it), I did a "powder puff" job to get it in the air. Having owned and restored other biplanes, I didn't expect any rigging problems. It had as many wires as a birdcage. I rigged it and had it ready prior to the Fourth of July. We had guests on the Fourth for a cookout, and I slipped away after we ate and went for the maiden flight unan nounced. The flight was one of two high-pressure adrenaline-pumpers I had with Frankie. The long gear gives the biplane a high angle of attack for takeoff, which I failed to take into ac count. I opened the throttle and found the ground had left me before I knew it. I was quickly learning about a phrase I had ignored for many years-"behind the power curve." I thought I was driving a dog sled. Mush was what I did! At the end of my runway is tall grass, and the wheels skirted the top

of the grass, slowing me up but help ing to lift the tail due to the long gear and the drag well below the plane. The power curve problem was now solved, but I had to get out of the grass. Having a little time in float planes, I applied the floatplane rule-lift one foot out at a time! It worked, and I parted a few tree limbs with my wheels on the way out! It was an ominous start of a flight for which I had waited for so long! In the air was a second thrill. I though t I had lost my touch for rigging. I had a spirited horse on my hands, and my wish was to get off it as soon as possi ble. A quick round trip in the pattern and getting down as fast as possible was now my goal-to keep it level the stick was near the sidewall and the rudder was lopsided. I made it down, (Above) On my farm strip west of Mequon. You can clearly see the tri angular portion of the rudder removed by the factory to give this example of the Sport snappier han dling for aerobatics. VINTAGE AIRPLANE

After arriving home in Mequon, Wisconsin , with the Franklin Sport.

but lost it on the rollout. The high grass stopped me with no damage ex cept to my ego. I kept working on the rigging and got the plane flyable, but I found it very attention-prone. I did then fly it to Ottumwa and many summer fly-ins, but it was still not overly friendly to the pilot. While vacationing in Florida, someone told me of "Slim" Felder man, who had something to do with the Franklin Sport. I was given a pos sible location-Punta Gorda-and found only one Felderman in that area. On ringing the doorbell, a tall, wiry, and sprightly old man invited me in. I told him I had a Franklin Sport NC13139 registration number. He asked me, "Have you rolled it, spun it, or looped it yet?" In com plete surprise I retorted, "No-I have trouble making it behave the way I would like it to." He snapped back, "That's your fault." Having somewhat of an accumulated ego with past restorations, I was taken back. He ex plained that I was over controlling it, that 13139 had been built for an aer obatic pilot as a showplane. (I later found a fellow who had used it for that purpose and liked it.) Slim care fully explained that to make it quicker on aerobatics, they had taken some of its inherent stability from it, which made it quicker in maneuvers. He asked me if I knew why the lower rudder had an angular piece removed. I didn't. He explained that the axis of roll is two-thirds up the vertical fuse lage tube at the tail and that the lower 12

SEPTEMBER 2003

After my "powder puff" rebuild , I flew the Franklin to the EAA convention in Oshkosh. Here it sits on t he flight line in 1973.

part had a negative effect on roll, so they sliced it off, which helped. I returned home with a complete set of plans and a renewed approach to rigging. Slim said to test the rigging only in still air. If the plane stays level hands-off for two minutes, it is rigged correctly. That I did, and resorted to two-finger control and my first confi dent enjoyment came about. The saga continued . On a very mild CAVU (ceiling and visibility un limited) day I was taking some friends for rides. A dark storm appeared some distance to the north, traveling east. I tied the Sport down near the barn. "No problem," I thought. We stood under the patio roof on the barn, watching the storm pass, and visiting, when all of a sudden hail the size of golf balls came tumbling down off the roof. First they bounced off the wing of the plane. Then they didn't going right through the top cloth and then, finally, through the bottom cloth, too . There stood my Franklin Sport in rags! Back to square one! I had always regretted my not do ing a complete restoration the first time. So I dug into a complete restora tion, all the way down to bare steel, new wings-the whole nine yards. Surprises were many. I found one en gine lug on the crankcase, which bolts the engine to the mount, had been broken off and reattached with stove bolts through the case with nuts on the inside of the case. J .B. Weld adhesive was used to make it oil tight. I immediately looked at the

logs, and a registered repair station had signed it off. Oh well! Here we go again. I completed the airframe restoration to show condi tion . Now came the engine. It took a long time to find a usable case. I lucked into a truckload of Lambert engine parts . Voila-I had it made and could now complete the restora tion. One more curveball to catch. No prope ller. I found a new 50-hp Continental wooden propeller, which oddly enough is larger than a Conti nental 85 hp. I tried it and found that the 90-hp Lambert would not pull it up to the proper static rpm. In des peration I took a Stanley Sureform file and started lowering its pitch right on the plane. I started the engine to test it, then whittled away several times until I got it close to right. I took the prop off, sanded it smooth, and then checked its balance. I tried it again, and it had a little roughness that a wad of gum on one blade cured. After a little more sanding, it was ready for varnish. It still runs smoothly years and years later. I hadn't gotten it to Oshkosh all this time and couldn't wait to do so. With Oshkosh only a few days away, I took off to go. I always fly a few rounds of the pattern listening and smelling to be sure. A slight rough ness and vibration had set in . I found the faulty cylinder and replaced it with a spare I had done with the overhaul. After another few rounds, it sounded good, and off I went. I stopped at West Bend to visit Earl

~MIilI

Steer and filled the gas tank with 24 gallons of fuel. Away I went, ignor ing all caution and heading straight over the Kettle Moraine State Forest to Oshkosh. To digress for just a moment-In my restoration I made a new gas tank and had intended to weld it at my company where we did aluminum welding daily. Dale Crites mentioned that since he was the one to sign it off, he would prefer that I have it welded by a registered aircraft welder. I did that, and it looked fine. Now back to the story. Right in the thickest part of the forest the gas tank split wide open, and 24 gallons of gas came pouring down the fuselage under my feet. Off went the switch-the short stacks would surely ignite the gas and, "Poof!" To digress again-Arlo Martine, a very old-time instructor at Waukesha County Airport where I hung out with Dale, once gave me a refresher checkout on this situation, turning off the switch and declaring an emer gency landing-I saw a big juicy field right in front of me. "TRAP." I started a regular powe r-off de cent. Arlo turned the engine back on and ad monished me, "Just suppose there is a ditch or something that you can't see from here, or something worse like large stones. Always hold all the alti tude you can until you can inspect the landing site, and then make your decision. If it is good, spiral down mil itary fashion and land. If not, you at least have a second chance. " Back to the story. I remembered that lesson and looked for what se emed an impossible situation. I spotted a long, narrow clearing some distance ahead that was surely better than the trees. I remembered my les son and nursed all the altitude I could until I got to the opening. The open

ing was plenty large and long, but had large pu mpkins in it. Knowing how tough the vines are, they would surely trip me on my back. At the other end of the patch was a line of large trees with an opening large enough to go through, and I could see stubble on the other side of the opening in the trees. I carefully spent off my altitude to go through the opening. There was a stubble field for sure, but a hill rose directly in front of me. It is impossible to land up hill with the engine off. I think an angel had its hands on the stick to make a power-off 90-degree turn, 10 feet from terra firma. I straightened out, and the Sport and I rolled less than 100 feet. I liter ally escalated out of the cockpit and scrambled up the hillside where I watched the gasoline still running out of the fuselage. An approaching farm tractor that started circling the plane interrupted my thoughts. My fear factor rose fast. I was afraid the tractor could ignite the gas fumes that were all over the ground. I got him away from the p lane. We sur veyed the problem and went to his house to wait for the gas to evapo rate to a safe level. It was lunchtime, and they invited me to lunch. What a farm-style lunch they gave me pork chops, mashed potatoes and gravy, beans, pickled watermelon rinds, milk, and chocolate cake! Dur ing lunch he told me I was the second person to have a forced land ing in the same field. I quickly asked, "Who was it?" "Eagle Rock Joe," he said. "Can't be, " I replied . "I know him!" He was a crop duster who worked the fields in Mississippi in winter, and worked in Wisconsin for Cliff DuCharm in the summer. He got the name because he flew a long wing Eagle Rock that carried a large

In 1975, EAA pho tographer Ted Koston shot these three "Birds of a Feather. "

load. Other pilots wouldn't fly them. The long wings made them danger ous; a quick turn and the long wings could hit ground. After lunch we gathered some tools and took off the cowling and all hin drances to get the tank out. In the meantime, I had phoned Vintage headquarters at Oshkosh and told them my plight. Before I knew it the Williams brothers, Ken and George, drove down and picked me up, gas tank in hand. The welding school at the fly-in had an old-timer who had welded all the Waco gas tanks at the factory, using hydrogen in place of acetylene. He washed the tank out thoroughly with water, hid behind a post, and struck a lighted torch in the tank neck. When that didn't result in an explosion, he decided it was okay to re-weld the tank. I was escorted back to the farm, just west of Ke waskum, and we laboriously replaced the tank. I purchased some tractor gas from my "new" farmer friend, and thanked him and his wife, prom ising to come back some time and give him a ride (which I did). Back in the cockpit, I pushed the throttle to the wall, dodged some implements left in the field , and took off! I immediately spotted an ugly rain storm between my goal and me. I reasoned that it would be a minor detriment to the one that I had just had, so I continued on. I lost only a little leading edge paint and varnish from the propeller. All at the fly-in had a good time, and the trip home, following the highway, was uneventful. The moral to this story is never buy

an airplane with the n number 13-13-9 (two black cats and a craps!) P.S. Some 30 years later, I am now sprucing up N13139 to go in my col lection at Brodhead, Wisconsin . ....... VINTAGE A IRPLANE

f Richard Porter, of Leeward Air Ranch in Ocala, Florida, liked to mess with people's heads about his airplane, it would be an easy thing to do. What he laughingly refers to as a 196, and in fact is labeled as such on the tail, is actually a 1949 Cessna 195. But not really. In fact, it has been referred to as a 196 for so long, it begs the ques tion: at what point in history does common usage outweigh technical correctness? Besides, it's only one digit-195 to 196. That single digit difference, however, indicates some thing unusual is afoot, and you don't have to look very closely to see what it is-the finely tapered schnozz of the 195 has been replaced by a cowling that's a bit brutish and squared off. Lurking (and "lurking" is the right word) under that finely

SEPTEMBER 2003

formed aluminum cowl is a Pratt & Whitney R-985. The original Jacobs 755-cubic inch oil pumper was heave-ho'd over 40 years ago in fa vor of Pratt & Whitney's littlest horsepower factory. With the tip tanks and monster motor, the airplane somehow re minds us of a chopped '50 Merc with a fire-breathing hemi under the hood-a refined boulevard cruiser with a serious attitude toward per formance. This is as it should be because the airplane not only fits Richard Porter's personality and lifestyle exactly, but it even has a roundabout connection with his rather unusual youth. To say Richard Porter was raised on an airport is no exaggeration. His parents ran the FBO at Ottumwa, Iowa, which was the site of many

memorable antique fly-ins, and then moved to Zephyrhills, Florida, when Richard was about eight. They opened another FBO and that's where Richard got seriously and deeply into aviation. "A lot of things happen when you're growing up and you don't know when or how those events will affect you. One of those quirky happenings was when my father bought a Cessna 195 that had been converted to a 450 P&W by an aerial mapping operation. He needed a single engine airplane that would be a good climber for hauling skydivers, and the converted camera ship was just the ticket. "At the same time, we were oper ating a fleet of DC-3s and Beech-18s between Florida and the Turks & Caicos Islands. I literally grew up

while flying those old birds with my dad. It was great while it lasted, but the FAA and Part 135 saw the end to that. "I was always working with Dad's mechanics and was especially fasci足 nated with engines. So after selling off the airplanes, Dad and I opened our own engine overhaul shop. "My dad and I ran that shop to足 gether until he retired in 1985, then I ran it until I turned thirty-five, then I sold it . That was over ten years ago and a lot of the time since has been spent putting the finishing touches on my 196. "Dad's 196 stayed at Zephyrhills for many years, and it accumulated many thousands of hours flying jumpers. Even though I was very busy in the engine overhaul shop, I still took time out to fly jumpers in

the 196 and DC-3 . It also was great, but by the mid '80s the parachute center was sold to a new owner who didn't want to keep the 196, so the 196 was sold. "I gave a lot of thought to buying the old 196, but it had over 12,000 hours on it and was not in the kind of condition that made it a keeper, and besides in those days you would have been called "nuts" if you re足 stored a 195. "Every time Dad and I talked about the airplanes he had owned through the years, the one practical airplane we most wished we had made a keeper and not worn out was his 196. So I decided I had to have a 450195 of my own, but where do you find such a rare bird as one of the Park Aerial Survey 196s? "In late 1988, while still reading

190-195 classifieds in Trade-A-Plane, an ad popped up that described a 195 equipped with Pratt & Whitney R-985 450 hp. I immediately called the seller and I kept getting more excited with every question I asked him. 'Was this airplane a photo ship? Did it once belong to Park Aerial Survey? Did they call it a 196? Does it have the Hartzell 3足 bladed, full feathering prop? Does it have the Brittain wing tip tanks?' After confirming the airplane was indeed a sister ship to my dpad's, I told the seller to send me pictures that confirmed it and I would buy the airplane. "By pure coincidence the 196 I had just bought sight unseen over the phone was based at Oshkosh, and since it was winter time, I was delayed bringing it VINTAGE AIRPLANE

The entire interior is being remade in sections, with Richard tackling the instrument panel as his first project. A full IFR panel with King Silver Crown series avionics is the centerpiece of a rebuild that re placed every electrical component in the airplane, including all of the wi ring and circuit breakers.

SEPTEMBER 2003

home by two months." When N4383V S/N7305 came out of the factory in February of 1949, it was delivered by the local Cess na dealer directly to Park Aerial Survey where they cut a good sized camera hatch in the belly and put it to work for 10 years and 3,400 hours with its 300 Jacobs. Since they were doing high altitude mapping, Park Aerial had a local shop installing Pratt and Whitney 450 R985s on some of their 195s. They referred to their con verted airplanes as 196s; this made sense, if you think about it. "Cessna took the 195 airframe, installed a 245-hp Co ntinental en gine, and renamed it the 190. So why would you increase the horse power by 50 percent and still call it a 195? Their 196 conversion mostly consisted of using the nose bowl cowling and exhaust system from a Howard DGA, fabricating their own side cowl panels, modifying the ac cessory cowl and fuselage beef up doublers between th e firewall and door posts. They converted about

one airplane a year. In 1959 N4383V became the last of four 195s Park Aerial had con verted. It was also the second of the only two airplanes that ever received the wing tip tanks, which was not done until 1966. As coincidence would have it, my dad's old 196 was the first airplane they converted to 196 and the first to get the tip tanks. "Park Aerial flew it for the next 11 years and 2,250 hours after they converted it. Then in 1970, with a total airframe time of 5,650 hours, they sold it and it started changing hands through eight other owners, having only been flown a total of 260 hours dur ing those next 19 years before I bought it. "When I finally got it home and looked it over carefully. I think the phrase I used was that it was a "flyable construc tive total." It had been a working airplane all its life and it looked like it. Everywhere on the airplane there were marks that every working airplane seems to ac cumulate over a long life . The airplane had been handled and man handled so much that nothing was straight. The skin on the top of the rear fuselage, for instance, was full of little dents caused by well meaning individuals who undoubtedly had said, ' Here, let me help you move your airplane.' "When I bought the airplane the thought of just fixing and flying it never really crossed my mind. I al ways intended to restore it and make it a keeper someday. On its very next annual inspection the need for restoration showed itself when we found innergranular corrosion in the left front door post. It appar ently didn't have the right heat treatment, and the moisture being held against the cabin roof skins by the insulation really did a number on them as well. So the decision to go for it was made. I was pretty much on my own since at the time

no one was restoring 195s, so a base level of restoration experience on the airplane hadn't developed yet. I had exceptional help from my good friend Max Bridges, also of Zephyrhills, who wanted to learn how to do aircraft sheet metal. "Fortunately for me, Jeannie Van Sant up in Pennsylvania was still in business. Her late father had pretty much cornered the market on 195 and surplus LC-126 parts, which is the military 195. Jeannie had a printed catalog of all the parts she had. I went through it line by line and ordered every new airframe part she had that would fit my airplane. Ray's Aircraft Service in California made PMA'd door posts and spar plates; they also made the Plexiglas cover plates for the stationary in strument panel marking the switches and engine controls. "As Max and I looked at the air plane, it became obvious we were going to have to be careful what or der we did things in because so much skin had to be replaced that it would have been easy to lose too much structural integrity and we'd have to build fuselage jigs. So, we decided to do it a panel at a time. "By the time we finished the fuse lage, we had replaced all of the top fuselage skin from the tail cone to the firewall, the rear spar carry through, three belly skins due to holes that had been drilled in them over the years, and all four door posts. We reskinned the cabin door, reskinned the baggage door, the en tire cabin floor, installed new seat tracks and all seat roller hardware, replaced the elevators and the verti cal fin with new old stock, reskinned the rudder. "About all we didn't have to re place were the stringers. Even the firewall had to be replaced because it was a mess ofJacobs and Pratt & Whit ney holes. We also replaced every control cable, bell crank, trim jack screws, pulleys and hinge bearings in the entire airplane, and every nut, bolt and washer that could be re placed. By comparison , the wings were no problem at all, except for fuel

cell overhauls, and all new fuel lines, control cables and bell cranks replaced, the optional right side landing light installed, and just general clean up. "The real challenge in the restoration came with the instru ment panel and my desire to install a full King Silver Crown IFR radio package and standard gyro "Til lay outs, including dual ILSs and autopilot in a small instrument panel that you can't reach under to service because of the oil tank. My solution was to build a new panel and radio center stack that was split in the middle, with engine instru ments on the right side, and flight instruments on the left, and the ra dio center stack made fixed in place; you can remove either side of the panel without disturbing the radios. I also built a new stationary lower panel and glove box and replaced every switch, circuit breaker, buss bar, and replaced every inch of wire in the entire airplane. "Ahead of the firewall was not ex empt from work either, and since I was in the flat engine overhaul busi ness at the time, the engine was not a real big deal. I contracted with a friend of mine who is in the round engine business to overhaul the ba sic engine pineapple and my shop did the final assembly. We installed all brand new cylinders and hard ware from the crankcase out. On went brand new late model Bendix magnetos and E-80 starter, and I up graded it to a new Jasco alternator and a dry vacuum pump. I also found a complete new exhaust sys tem for it hanging up in the rafters of our shop left over from yester year. The propeller and governor were also overhauled. Max and 1 also made all new cowl side panels and replaced the accessory cowling. "What Max and I had started on New Year's Day of 1990 took over two years of almost every evening and weekends to finish the restora tion. My wife, Julie, was very supportive through it all and video documented our progress, as well as

Cessna didn 't build it this way-the unmistak able modifications made to Park Aerial Survey's specifica tions give the "196" a unique profile, and spectacular performance.

picked out the seat upholstery and paint colors. The airplane was painted in pieces, with the final as sembly completed and the 196 test flown the Friday evening before the 1992 Sun 'n Fun Fly-in. I literally broke the engine in while flying be tween Zephyrhills and Lakeland with the second hour being spent in a holding pattern over Lake Parker. "When the airplane was origi nally converted to the R985, it was in restricted category for aerial sur vey, and I didn't want to live with that and the limitations it carried, so I decided to push for standard certi fication. I know others who have tried this with 450 P&W 195s and they've met with stiff resistance. However, as is always the case, you just have to hit the right FAA rep on the right day at the right time. Our man looked at the 12 Form 33 7s previously done over the years, looked at the seven more Form 337s that we had done, looked over the airplane and said, '[t was done on a field approval the first time and that's good enough for me.' Like I said, the right guy at the right time. "One of the most common ques tions people ask is how it compares to a stock 195, and [ have to admit that [ don't know. I've never flown a 195 that didn't have a 450 on it. I've only flown this one and the one Dad had years ago. "Dad said it had no adverse effects on the handling and increased the performance but I can't comment. I've sat in other 195s and [ can say for a fact that the C-196 is noticeably blinder because the nose doesn't ta per. The regular 195 isn't as blind as it looks because the nose tapers away from the pilot and he can almost see continued on the page 28 VINTAGE AIRPLANE

CALIFORNIA

KANSAS

NEBRASKA

Hayward, CA, VAA Ch. 29 Meeting 2nd Thurs., 7:00 PM Hayward Airport, Hangar #7 William Field, President Phone: 510-784-1168 Email: wfield49@aol.com

Overland Park, KS, VAA Ch. 16 Meeting 3rd Fri., 7:00 PM Gardner Municipal Airport-Term Bldg. Gerald Gippner, President Phone: 913-764-8512

Plattsmouth, NE, VAA Ch. 31 Meeting 1st Sat., 10:30 AM Plattsmouth Airport Term Bldg. Keith Howard, President Phone: 402-291-2103 Email: howardkj@Worldnet.att.net

Riverside, CA, VAA Ch. 33 Meeting 3rd Sat., 1:00 PM Clubhouse at West end of Flabob Airport Travis Gammill, President Phone: 909-686-6268

New Iberia, LA, VAA Ch . 30 Meeting 1st Sun., 9:00 AM For Place Contact: Roland Denison, President Phone: 337-365-3047 Email: eaaac30@cox-intemet.com

LOUISIANA

MASSACHusms

Sacramento, CA, VAA Ch. 25 Meeting 2nd Sat., 10:00 AM For Place Contact: Red Hamilton, President Phone: 707-964-7733 Email: red@reds-headers.com

East Falmouth, MA, VAA Ch. 34 Meeting 2nd Sat., 10:00 AM For Place Contact: Roger McDowell, President Phone: 508-457-0506 Email: oakhous@aol.com

FLORIDA

MICHIGAN

Lakeland, FL, VAA Ch. 1 For Time & Place Contact: James Conyers, President Phone: 407-339-9061 Email: jbconyers@earthlink.net

Niles, MI, VAA Ch . 35 Meeting 2nd Sat., 10:00 AM Niles, MI (3TR) Term. Bldg. Kenneth Kasner, President Phone: 616-699-7064 Email: KKasner@skyenet.net

ILLINOIS Lansing, IL, VAA Ch. 26 For Time & Place Contact: Peter Bayer, President Phone: 708/534-6240 Email: c180bayer@aol.com

INDIANA Auburn, IN, VAA Ch. 37 Meetings 4th Wed., 7:00 PM Dekalb Co. Airport Term. Bldg. Lester Matheson, President Phone: 260-693-3642 E-mail: les_matheson@hotmail.com 18

SEPTEMBER 2003

MINNESOTA Albert Lea, MN, VAA Ch. 13 Meeting 4th Thurs., 7:00 PM Albert Lea MN Municipal Airport William Koza, President Phone: 507-373-9062 Email: bjkalmco@deskmedia.com Anoko, MN, VAA Ch. 4 Meeting 2nd Tues., 7:00 PM For Place Contact: Roger Gomoll, President Phone: 763-786-3342 Email: pledgedrive@msn.com

NEW HAMPSIRE North Hampton, NH, VAA Ch. 15 Meeting 2nd Sat., 11 :00 AM Chaper Clubhouse N. Hampton Airfield Jack Hodgson, President Phone: 603-895-3939 Email: president@VaaI5.org www.vaa15.org

NEW JERSEY Andover, NJ, VAA Ch. 7 Meeting 1st Sun., 10:00 AM Andover Aeroflex Airport William Moore, President Phone: 908-236-6619 Email: popmoore@Webtv.com

OHIO Delaware, OH, VAA Ch. 27 Meeting 1st Sat., 8:00 AM Delaware Municipal Airport (DLZ) Term. Bldg Russell Sheets, President Phone: 740-524-1930 Email: rsheets@requestpeople.com Troy, OH, VAA Ch. 36 Meeting 2nd Sun., Noon For Meeting Place Contact: Marla Simon-Boone, President Phone: 937-473-2919 Email: msimonboone@yahoo.com continued on the page 24

PASS

UCK

IT TO

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

Safetying fasteners

One of the biggest bugaboos of pilot/owner maintenance can be getting to understand the ins and outs of safetying fasteners. What size and what kind of wire do you use? And where do you get information on the proper way to do it? The old FAR Part 43 rule was quite explicit, but it has been su perseded by Advisory Circular (AC) 43-13-1B and 2A. This AC is available from aviation book sup pliers, and if you happen to have a government printing office store in your local city, it often has the manual there. Chapter 7 in this new manual (read "maintenance bible") is very well illustrated and explains it all. What follows are excerpts from that AC. Why safety? The book, and com mon sense, says it's to prevent screws, nuts, bolts, snap rings, oil caps, drain cocks, valves, and other parts from falling off the airplane and scaring the unsuspecting public. It also assures you, the pilot/owner, that things are going to hold to gether and keep you flying. There are all kinds of safeties. We all know about cotter pins. They are used where a part or appliance moves or is actuated. Examples are your engine controls, throttle arm, mixture, carb heat, or the axle nut on the wheels. The double-twist safety wire is the one that gives most of us the biggest problem. The holes in the bolts, nuts, and cap screws never seem to line up so that the job is easy. The temptation to re-torque or loosen them should be resisted. SpeCifica tions regarding the amount of torque to be applied to the fastener should be followed to the letter-no

you are interested in accom plishing by safetying the switch or handle is to secure the guard, handle, or switch against inad vertent actuation. The different types of wires all have different uses. The stainless steel wire we commonly see is used everywhere-on the oil fil ter, the oil screen, the carburetor drains, the gascolator bale, turn buckles, prop bolts, etc. You name it, and it's there. The rule here is "tighty-tighty." Apply that twisted or single wire in a manner that assures tightening. You want assurance that the bolt, nut, or screw is going stay tight, and the wire will keep it that way. The illustrated samples of dou ble- and single-wire applications are not the only way it's to be done; there are many ways, and with more practice, the better you'll be come. Back when I was an apprentice mechanic, I can't tell you how many times I'd finish a beautiful job of safetying only to have the boss take one look, and loudly say, "tighty-tighty." What a disappoint ment to have to do it all over again, and do it "tighty-tighty" this time. Some words of caution. Don't overstress the wire. Don't mar the wire with tool marks. Use the proper size and type for the job to be done. Also bend those pigtails around so as to minimize cuts and snags on your fingers and the backs of your hands. The first time you reach in the cowling and stick a short piece of safety wire in your fingertip, you'll know what I mean! Take a look at some of these sam ple illustrations, and with that, L K It's Over to You, (( ~v..C)C-

~ >< i

(lt4MP\.(1

E)(AMPlEl

lKAWl l l

£)(.t.MPlE 4

~sl . 2 3.~"appIy!Oaltypesalbolts. 1'IIIII$1"-n-lscrl!JWS . ~v.ar~pt.,gs. ar.d~ VI1II3I" peru wtIIdIere WIred $0 th;iIlhe Iooseor.g tendency of8llherpart" counterac1ed 07' lighten O'lgollNOUlerpaftThediredlonoltwistlt'omlhesecondlothelhirdun!tOSOO\ln1~oin(tx·

~s 1, 3, atId 41OkOllllP the bop., potb)n ~105I1he headoflhe baR. The cllrection oflWisl kom the secotld to !he third urn" example 2 is cIockwtM 10 keep the WJr'EI" poaitIorI around the ul1ll The WIfe eoteN'og tile hole in the ttWd un/! 'Nil be me lowe\' wv.. excepl example 2. 8tld bymaklngaeounleftloctwl5etwl5lafterLlleavesNIIoIe, !nek:>opW>llbe,.,;;.uredonplac:eafound \tie hellO ot tl\at Ix*. MCOf)(l

w.re

~s 5. 5 7 & S show meth0d5lor,.,;nog v~ staMara rtems, NOTE may be wrapped tile Ur'l~ tatl!ef ttl&n around ~ W'hen wiring Cfiteiated I'M' Of on othef llema when there os 8 de;;lIfar.c:ePfobiem 0\1&1

£ XAMPLE10 E~ 9 .hows the mattoocI for woMg bob in l1ifferent planK Nole 1I\a,,,,," should always be

IIJIPIied

IKI tNI le<moo " Wlthellght8f'\Ongdorecllon

HoIow·1\ead p/I>g. ~ be wnd 81 ,hown """

thetabbenlonalde the hoIelOeYOIdSNlgSand

COflect ~tIon of lingle

wife 10 doIeI)o speced 1't\IJIft plegroup

posalblelnjuryloper:s:cn ~WOOdrIgontl'leeng.ne

deviation allowed on these guys. The single wire can be used in ar eas hard to reach, and what area isn't? But we have to use a heavier wire. The hole size in the bolts , studs, or screws determines the wire size. I won't repeat it here, because the manual tells it all. Self-locking nuts are used where movement isn't anticipated, and so are speed and Pal nuts. The self lockers can be reused if they still require torque to install them. If they go on loose, discard them. The Pal and speed nuts can be used only once. They should be discarded, not reused. A little discr etion here. If you have a device that is used in an emergency such as a fire extin gUisher, switch guards, emergency exit handles, and the like, don 't use steel wire. [(you do, unless you're Superman, you can't break it loose when you need it. Use soft brass, copper, or aluminum. All

VINTAGE AIRPLANE

VAA CHAPTERS IN ACTION

VAA Chapter 30's Young Eagles rally H.G. FRAUTSCHY

a few of the vintage airplanes used by Chapter

....-'-';O;~30 members during their Young Eagles rally. The

Clipped Wing Cub is owned by John Edley. The Champ Is owned by Richard and Roland Denison, and the Tay lorcraft Is owned by Roland Denison.

Helicopter pilot Eddie Bienvenu adjusts the seat belt for 8-year-old Luke Villermin before Luke and a couple of his friends take a ride in a Bell helicopter.

n New Iberia, Louisiana, VAA Chapter 30 spent Saturday, June 29, making dreams come true for more than 150 youngsters. The rally was based at Pelican Aviation at the Acadiana Regional Airport, with a Taylorcraft L-2, an Aeronca Champ, a Piper Super Cub, and a Bell helicopter (a mong others) all used to explore the world from up above. The kids had such a great time that many of 20

SEPTEMBER 2003

Skyler Bouillon, age 10, is entranced as VAA Chapter 30 presi dent Roland Denison explains the instrument panel of his Aeronca Champ.

them asked to fly in both the fixed wing aircraft and the helicopter. Thanks to the generosity of the pi lots, and of helicopter owner Reuben Bienvenu of Rotorcraft Leasing Inc. of Broussard, Louisana, every kid who was registered flew with one of the local pilots. Four of the Young Eagles were driven from more than 100 miles away for their plane ride and cer tificates. The father of two of them

is an Army helicopter pilot serving in Iraq, and those two couldn't wait to get home and write their father to tell him all about their flights and send him copies of their certificates. For those of you interested in joining Chapter 30, you can contact Chapter 30 President Roland Deni son, in New Ib eria, Louisana, at eaaac30@cox-intern et.com or 337 365-3047.

A Leap of Faith

ROB MIXON

n December 17, 2003, data that allowed them to build an airfoil and wing that could lift a man there will be a celebra into the air by powered flight. They tion of the Wright produced the first reliable table of air brothers and the first powered , controlled flight of an air pressures on curved surfaces. They also designed and bu ilt their own plane from level ground. lightweight engine-not bad for two December 17, 1903, near Kitty brothers who never completed high Hawk, North Carolina, two brothers walked the sands pulling a strange contraption. Like Thomas Edison and inventors before, some thought them '~ ;7l'~ to be insane. In fact, only four spec tators lined the route of the first ~-..o"'~ flight of a power-driven, heavier-than air flying machine. That flight was to be a total of 120 feet and lasted for a total time of 12 seconds. Of the three other flights accomplished that Rob Mixon's Chanute-style hang day, the longest was 852 feet and glider, which he flew in the 1970s. lasted 59 seconds. The glider had an N number, and The Wrights had studied glider when asked by the FAA for its flights done by others. These flights method of launch, the FAA got flew down the sides of hills using up quite a kick out of Rob's reply: slope air currents to keep them aloft. "Leap off a cliff. " Three flights were Another earlier glider designer, Otto made, until damage to the landing Lilienthal, was killed during a glider gear (a sprained ankle) prevented crash in 1896. further flights. Wilber presented a paper to the Western Society of Engineers on Sep school. In all fairness, the higher tember 18, 1901. He made reference mathematics and education were ob tained through home study. to Lilienthal: It is said that anyone can count "Otto Lilienthal seems to be the the seeds of an apple , but to count first man who really comprehended that balancing was the first instead the fruit of the seed is pure faith. Perhaps it is the early demonstra of the last of the great problems con nected with human flight. He built a tion of the Wright brothers ' faith pair of wings of a size suitable to that enabled us and paved the way sustain his own weight , and made . for a man to walk on the moon , and use of gravity as his motor. This mo before that to fly faster than the speed of sound! tor not only cost him nothing to begin with , but it required no expensive Their faith was reinforced by ob fuel while in operation , and never servation and evidence, as Wilbur ' s had to be sent to the shop for re presentation to the Western Society of Engineers illustrates. He speaks pairs. It had one serious drawback ... that the man should first betake him of dropping a piece of paper held par allel to the ground. self and machine to the top of a hill and fly with downward as well as for "The person who merely watches ward motions." the flight of a bird gathers the im The Wrights made a wind tunnel in pression that the bird has nothing their shop that gave them access to to think of but the flapping of its

--l-~-~__L /

wings. As a matter of fact , this is a very small part of its mental labor. If I take this piece of paper, and after placing it parallel with the ground , quickly let it fall , it will not settle steadily down as a staid, sensible piece of paper ought to do , but it in sists on contravening eve r y recognized rule of decorum, turning over and darting hither and thither in the most erratic manner, much af ter the style of an untrained horse. Yet this is the style of a steed that man must learn to manage before flying can become an everyday sport. Now, there are two ways of learning to ride a fractious horse: one is to get on him and learn by ac tual practice how each motion and trick may be best met; the other is to sit on a fence and watch the beast a while , and then retire to the house and at leisure f igure out the best way of overcoming his jumps and kicks. The latter system is the safest, but the former, on the whole , turns out the larger proportion of good riders. It is very much the same in learning to ride a flying ma chine. If you are looking for perfect safety, you will do well to sit on a fence and watch the birds; but if you really wish to learn, you must mount a machine and become acquainted with its tricks by actual trial. " The Wright brothers first recog nized that balance is important , then they pulled their machine into the air as a kite , then they accom plished gliding experiments, and then powered flight. It is said that anyone can count the seeds of an apple; but to count the fruit of the seed is pure faith! Ref: Roger E. Bilstein , " Wright Brothers, " World Book Online Ameri cas Edition (a paid subscription service), www.worldbookonline.com. November 18, 2002 . VINTAGE AIRPLANE

THE VINTAGE INSTRUCTOR I":~o."

------------------------------------------------------------------.

What's going on? DOUG STEWART

he rumble was unmistakable. Since I no longer was living in the Bay Area of San Fran cisco, and the floor was not bouncing enough for me to call Flight Service with a PIREP (pi lot report) of constant light chop with occasional moderate turbulence as reported by a man in his liv ing room, it could only be one thing. A round engine. A Continental 220. Sure enough, looking over to the downwind to Runway 29, there was a yellow and blue Stearman. All eyes and ears were on the pristine biplane as it flew the pattern. Lining up on the centerline, its descent was perfect. On target, on speed. No need for a for ward slip. No need for a blast of power. Rounding out into the flare, it touched down perfectly in a three point landing. No bounce, no wobble. This pilot appeared to be a master of his craft. Who amongst all of us watching and listening would not agree as to this pilot's skill? Who would not harbor envy as this pristine beauty taxied in? There was definitely one who would not. Our chief mechanic. He too is a master of his craft, but he is also known to be one who does not mince his words, one who does not believe in tact. He is quick to tell you what he thinks and feels in words and actions

SEPTEMBER 2003

that make the strongest of us wince. And the pilot of the Stearman was about to experience the verbal wrath of our chief mechanic. Taxiing in to the ramp on this warm summer day, the pristine Stearman tailed to the open hangar doors of the repair shop. The pristine repair shop. Most of us admiring the scene were in aural ecstasy as the round engine revved up just prior to the pilot pulling the mixture and shutting down the engine. There was about one nanosecond of silence between th e stop ping of the engine and the full fury of the chief mechanic's verbal onslaught. And although that un fortunate pilot of the Stearman might never return to Great Barrington, I do hope he learned an important lesson that many pilots are in need of learning, and that is don't ever tail an airplane with a running en gine to the open doors of a hangar. We all, as pilots, are aware of how crucial situa tional awareness is to our safety when in the air. We always hav e to be able to an swer two questions "Where am I?/I and "What's next?"-if we are to stay ahead of the aircraft. But unfortunately I witness so many pilots who seem to be unaware of the need for situational awareness when on the ground. I am not referring to awareness of runways and taxiways and

the need to be ever vigilant of runway incursions. Most pilots have that awareness, especially after the FAA, EAA, and other organizations have done such a good job of educating us about that need. I am talking about an awareness of things like who, or what, is behind us as well as in front of us as we fire up our engines, about whether or not we are blocking the only egress to a runway, a nd about where the wind is in relationship to us as we taxi and run up. And sad to say, from my observati ons there are many pilots who do not have this awareness, as the pilot of the Stearman found out. For example, do you pull your airplane out from its tiedown spot and line it up in the taxiway prior to starting? I'm sure the owner of the aircraft parked be hind you will be appreciative, especially if it is an award-winning beauty at a major fly-in. But it wouldn't matter if it were an old veteran of a rag- t ag flight school; the need for courtesy remains. And if there are folks sitting in that row of lawn chairs by the FBO of fice, holding up their score cards after each landing, on a sunny summer afternoon, I'm sure they don't want their bodies blasted with dirt, grass, and exhaust, even if they do get off on the smell of combusted 80 octane. I'm sure th e combined sco res they give a pilot for startup will be on the negative side if that pilot is not aware that his judging panel sits directly behind him as he starts up . And that hangar with the open doors? Would you believe that I once witnessed a pilot blast a set of struts sitting just inside an open hangar, th at were still wet with paint, not once, but three times, as he taxied in circles trying to decide where to park. I know that you will be more thoughtful. If you are at an airport where there is only one taxi way on and off the runway, do you taxi up to th e hold short line before checking if there are aircraft landing, or in the pattern for landing? More th an once I have observed an airplane have to go around, because there was another plane still on the runway, unable to clear the runway because the taxiway was blocked by yet anoth er plane th at appeared to be oblivious to everything but its own needs. I hope that you will not be one of those pilots. To the pilot of a high-wing taildragger the position of the controls when taxiing with a quartering tail wind is critical, lest he or she end up having the prop dig divots in the grass beside the runway as the wingtip holds the point like a toe dancer doing a pirouette. But it is just as important for every airplane, be it high wing or low wing, taildragger or not, to have the controls positioned properly. If there is a quartering tailwind as you taxi, then you should "dive away" from the wind to minimize the chance of an "incident." To do otherwise courts disaster worse than the fury of self-righteous mechanic. What never ceases to befuddle me is to watch an airplane taxi to the run-up area with its controls posi

tioned correctly for the quartering tailwind, showing what I assume to be the pilot's awareness of where the wind is, and then only to stop the aircraft in the run up area with the tail pointing into the wind. As the throttle is advanced for the mag check, the airplane starts to jump around like an agitated kangaroo, while the yoke or stick jabs and stabs at the pilot as only Muhammad Ali could do. The pilot probably wonders (then again, maybe not) why the tachometer seems a bit less stable during the run-up. I guess I am wrong when I ass-u-me that the pilot is aware of the wind. Had the airplane been faced into the wind prior to the run-up, it would have been more stable on the ground, have more accurate instrument indications, and have been less prone to overheating. So as we see, situational awareness is important in our gro und operations. Be aware of where you are and what's next. It is important not only from a safety standpoint, but from a courtesy standpoint as wel l. The lack of awareness might not necessarily lead to an accident or incident, although there are certa inly situations where it might, but it will defi nitely lead to ill will from one 's fellow pilots and mechanics . Practice situational awareness on the ground, as well as in the air. It's one of those steps we take as we transition from being a good pilot ... to being a great pilot! ......

Fly high with a

quality Classic interior

Complete interior assemblies ready for installation Custom quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

Qirt~RODUCTS,

INC.

259 Lower Morrisville Rd .• Dept. VA

Fallsington . PA 19054 (215) 295-4115

website: www.airtexinteriors.com

Fax: 800/394-1247 VINTAGE AIRPLANE

Flight Control Cables

Custom Manufactured!

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

""'-McFa,lane Aviation Products

McFarlane Aviation, Inc.

696 E. 1700 Road

Baldwin City, KS 66006

800-54'4-8 594

Fax 785 -594 -3922

www.mcfarlane-aviation.com sales@ mcfarlane-aviation.com

.. !j y/S4 : "'-'

EAA Flight Planner™ EM, in an agreement with AeroPlanner.com, is pleased to announce an exciting new Membersh~ benefit for EM Members ... EAA Flight Planner. Take advantage of the newest Member beneRt by heading over to www.eaa.org. Click on the "Register Now" link, get registered, and log onto Flight Planner to plan your next Right.

FREE FOR EM MEMBERS • Files, stores and retrieves your fligh~ plans with or without DUATS • View and print IFR approach plates • Displays your flight plan on an interactive sec tional map • Provides a flight planning "Wizard" for more flexibility

• "Auto-route" based on your preferences • Checks NOTAMs, TFRs and MOAs along your route • Checks weather along your route • Calculates weight and balance • Stores multiple aircraft profiles

+_.lZ;)_

FLIGHT PLANNER

SEPTEMBER 2003

Chapter Locator Tailwheel continued from page 18 Transition Zanesville, OH, VAA Ch. 22 Training John 's Landing, 5800 Wortman Rd. For Meeting Time Contact: John Morozowsky, President Phone: 740-453-6889

OKLAHOMA Tulsa, OK, VAA Ch. 10 Meeting 4th Thurs., 7:30 PM Hardesty Library Christopher McGuire, President Phone: 918-341-6798 E-mail: cmcguire@att.net

SOUTH CAROLINA Cross, SC, VAA Ch. 3 For Time & Place Contact: John Betts, President Pho ne: 252-225-0713 Email: betts@maii.c1is.com

TEXAS Houston, TX, VAA Ch. 2 Meeting 4th Sun., 2:00 PM Dry Creek Airport Cypress, TX Merrill Morong, President Phone: 281-353-7004 E-mail: mcmorong@pdq.net

WISCONSIN Brookfield, WI, VAA Ch. 11 Meeting 1st Mon., 7:30 PM Capitol Airport George Meade, President Phone: 414-962-2428 Email: gameade@execpc.com

continued from page 9

runway in crosswind conditions, it is highly probable that side drift or a crab will occur if cross-controls are not used. I have had a pilot relate to me that he had ground looped on takeoff in such a situation. It is fairly rare but certainly not unheard of, al though most ground loops do occur upon landing. In closing let me reiterate that, for the most part, taildragger tech niques are really the same as those that should be used for tricycle air planes. It is just that taildraggers require a strict adherence and a mastery of those standard tech niques . Also, it is easy to find a certificated flight instructor who'll sign you off with only a cursory treatment of ground handling, wheel landings, slips, and cross winds. I hope I have convinced any potential transition student that it is in his/her best interest to insist on a comprehensive training program. If you are not comfortable with do ing wheel landings or crosswind operations, it is unlikely that you will practice and learn them on your own. Having a complete skill set gives you the confidence in your abilities to handle those less than ideal conditions that have a nasty habit of turning up . This will help you better enjoy that lovely tail dragger of yours by minimizin g those white-knuckle experiences. Don Hammer CFl-ASE, CFI-I, CFI-G 503-627 -4666 (day) 503-692-3471 (night) donovanh@tek.com

Don Hammer provides tail wheel training through the McMinnville FBO. If you're interested in tail wheel training and this syllabus, he invites you to contact him by phone or e-mail.

FLY-IN CALENDAR

EAA FLY-IN SCHEDULE 2003 • Virginia State EAA Fly-In

September 20-21, Petersburg, VA

(PTB)

www.vaeaa.org • EAA Southeast Regional Fly-In

October 3-5, Evergreen, AL (GZH)

www_serfi·org <r"

"='

~~'==~~~~~~~~~~-' WMNEWN~

The following list ofcoming events is furnished to our readers as a matter ofinfor mation only and does not constitute 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 access is un available should you send the information via mail to:, Att: Vintage Airplane, PO. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date. SEPTEMBER 13-Bennington, VT Bennington, Sport Flying Club & AirNow Fly-In, William H. Morse State Airport (DOH). 8am-5pm. Hangars available free of charge for most vintage aircraft. Info: Erin 802 753-5240 or ederoche@aimow.com SEPTEMBER 13-14-Rock Falls, IL North Central EAA "Old Fashioned" Fly-In, Whiteside County Airport (SQI). Forums, workshops, fly-market, camping, air rally, awards, food & ex hibitors, Sunday pancake breakfast. Info: 630-543-6743 or www.nceaa.org SEPTEMBER 13-14-Bayport, NY---40th Annual Fly-In of the Antique Airplane Club of Greater ew York, Brookhaven Calabro Airport. Display of vintage and homebuilt aircraft, awards, flea market, hangar party. Info: 631-589-0374 SEPTEMBER 13-14-Newburyport, MA-P[um Is[and Airfie[d Fly-In (2B2). Plum Island is where W. Starling Burgess, the father of powered flight in New England, tested his biplanes in 1910. Fly-In will include vintage air craft with the centerpiece being a static display of Dana Smith's 1911 working Vin Fiz replica. FFl, or to schedule you aircraft for display or flight contact Butch Crook, 978-948 3379 or butchcrook@comcast.net SEPTEMBER 19-20-Bartlesville, OK 47th Annual Tulsa Regional Fly-In. Info: Charlie Harris 918-665-0755, Fax 918-665-0039, www.tulsaflyin.com SEPTEMBER 20-21-Nashua, NH 2003 Aviation Heritage Festival, sponsored by Daniel Webster College. Nashua Airport, ad jacent to the col lege. 8:30am-5pm. Featuring 25 vintage airplanes, distinguished guests, seminars, and aviation exhibits sure to educate and entertain people of all ages. Tickets available a t the gate, cash only. Adults: $10, Children 6-12: $5, Children 5 and under: Free. Info: 603-577-6624 or www.dwc.edulfestival

SEPTEMBER 21-Simsbury, CT-An nual Simsbury Connecticut Fly-In. We especially welcome antique and vintage a/c, along w/ homebuilts and Warbirds. Trophies awarded for best of type. Event also features flybys by Navy F-18 jets, a Canadair business jet, parachute jumping, over 125 beautiful antique cars, and more. No advance registration, no admission fee for aircraft flying to the event. Info: Bill Thomas 860-693-4550 or wdthomas@snet.net. SEPTEMBER 26-28-Pottstown, PA Bellanca-Champion Club East Coast Fly-In at Pottstown Munici pal Airport (N47). Info: 518-731-6800 or www.bellanca-championclub.com SEPTEMB ER 27-Hanover, IN-An nual Wood , Fabric, & Tailwheels Fly-In, Lee Bottom Flying Field. Re laxed atmosphere, legendary "Cajun Avgas" (IS Bean Chili). May arrive the night before to share fireside flying stories and enjoy Dawn Patrol. Rain date 9/28/03. Info: 812-866-3211 or IfItsOldIIIFlylt@msn.com SEPTEMBER 27-Richmond, VA-8th Annual Wings and Wheels, Hummel Air Field (W-75), Topping, VA. An tique, Classic, Ultralight, and Experimental Aircraft fly-in, and a British, European, American and Ex otic car show. 8:00 am-4:00 pm. Spectator parking fee of $5 per auto will go to the Hartfield Volunteer Fire Department. General admission is free . Arts and Crafts vendors, Stear man rides, food, and much, much more. Info: 804-758-2753 or info@Wingsandwheels.us, website: www.wingsandwheels.us SEPTEMBER 27-28-Midland, TX Fina-CAF AIRSHO 2003, Midland Int'l Airport. Info: 915-563-1000, www.airsho.org

• Copperstate EAA Fly-In

October 9-12, Phoenix, AZ (A39)

www.copperstate.org EAA's Countdown to Kitty Hawk Touring Pavilion presented by Ford Motor Company

• December 13-17 - First Flight Centennial Celebration, Kitty Hawk,NC SEPTEMBER 28-Ghent, NY-EAA Ch. 146 Fall Fly-In Pancake Breakfast, Klinekill Airport (NY1), Route 21 B. 8:30-noon. (Gas available at Colum bia County Airport, 1B1.) 518-758-6355, web: www.eaa146.org OCTOBER 3-S-Darlington, SC-VAA Ch. 3 Fall-[n for classic and vintage airplanes. Info: 912-842-2771 or eiwil son@homexpressway.net OCTOBER 3-S-St. Louis, MO-2003 Monocoupe Club Fly-In and Reunion, Creve Coeur Field. Registration fee is $35 per person, payable at the Fly-[n .. One hotel option is the Sheraton Four Points, 314-878-6800. More Info: Bob Cameron, 314-878-6400. OCTOBER 4-S-Rutland, VT-13th Annual Leafpeepers Fly-In Breakfast, Rutland State Airport. Info: 802-235 2808, vt(1yer@vermontel.net OCTOBER lS-19-Tullahoma, TN Beech Party 2003 "A Celebration" Tu llahoma Regional Airport. Safety & Formation Flying School 10/17/03. Awards, BBQ kids hayride, ladies fashion show, pilots maintenance/safety seminars and much more. Info: 931-455-1974 or www.staggerwing.com OCTOBER 2S-26-Royal Newcastle Aero Club, Maitland, New South Wales-The Great Tiger Moth Air Race 2003. Info: 02-9328-2480 e-mail: fiona .c.consultil1g@bigpond.com OCTOBER 2S-26-Elba, Alabama - EAA Chap. 351 Fly-In, Elba municipal Air port (141). Early arrivals welcome, free transportation to local motels, no fee under wing camping permitted, rest room available in terminal, no fee Fly Market. Young Eagles flying program, food, 100 Ll Avgas available. Info: Mike Haynes, 334-897-113 VINTAGE AIRPLANE

VAA NEWS

. • ••

continued from page 3 sport aircraft toward reality, and the rulemaking package's move from FAA to DOT is an important step in the rule-making process. But it's only part of EAA's effort to make flying more affordable to the average individual. "It's one thing to pass a rule, it's an other thing to implement it. All week the FAA's SP/LSA team has been commu nicating with everybody on what has to be done, " Lawrence said, adding that meetings ranged from pilot training in formation to imparting the knowledge and skills necessary to implement the SP/LSA repairman certificate. Randy Hansen from the EAA gov ernment staff, points out the EAA also worked the international front, including obtaining unrestricted am ateur-built aircraft access to the Bahamas, and negotiations for a joint deSignated airworthiness representa tive (DAR) program with Australia.

::: ..

•

Air c r a ft Coa tin g.

www.polyfiber.com

Sept 12-14.2003 Corona.CA RVASSEMBLY

Guide to Maintaining Aging Aircraft to be Published by FAA

Sept 20. 2003

In cooperation with an ad hoc com mittee of aircraft manufacturers, type clubs, and aviation organizations in cluding EAA, VAA, and the Antique Airplane Association, the FAA has cre ated the Best Practices Guide for

www.aircraftspruce.com

Denver. CO TEST FLYING YOUR PROJECT

Sept 20-21.2003 Denver. CO SHEET METAL BASICS COMPOSITE CONSTRUCTION FABRIC COVERING ELECTRICAL SYSTEMS & AVIONICS INTRO TO AIRCRAFT BUILDING Sept 26-28. 2003 Griffin (Atlanta). GA RVASSEMBLY Oct 4-5. 2003

Columbus. OH SHEET METAL BASICS COMPOSITE CONSTRUCTION FABRIC COVERING ELECTRICAL SYSTEMS & AVIONICS GAS WELDING

Oct 10-12. 2003 Oshkosh. WI RVASSEMBLY

1-800-WORKSHOP 1-800-967-5746 sportair@eaa.org

Oct 18-19. 2003 Boston. MA SHEET METAL BASICS COMPOSITE CONSTRUCTION FABRIC COVERING ELECTRICAL SYSTEMS & AVIONICS Oct 24-26. 2003 Corona. CA RVASSEMBLY

Visit www.sportair.comNov7-9.2003Griffin(Atlanta). GA for a complete listing of workshops. TIG WELIDING 26

SEPTEMBER 2003

Maintaining Aging General Aviation Air planes booklet. Included in the guide are examples of aircraft maintenance checklists, and a review of some of the information that should be gathered to maintain our aging aircraft fleet. The guide is scheduled to be pub lished following the Labor Day holiday, and owners of older aircraft can expect the FAA to mail them a copy sometime in the fall. It will also be published on the FAA's web site. Once downloaded from the FAA's site, the inspection checklists can be modified to suit a particular aircraft model. We'll also have links to the appropriate FAA web page at

www.vintageaircra{t.org. Our thanks to all who participated in the process, and to EAA's Earl Lawrence and Daryl Lenz, who both served as EAA's representatives on the ad hoc committee. .......

JOHN MILLER RECALLS

continued from page 7 My four passengers, however, were all very enthusiastic. They had tho roughly enjoyed their close view of the city from their first airplane flight and seemed to be oblivious of my problem or anything unusual. All four were important men in the community a nd obviously h ad no idea that a disas ter had been narrowl y averted. [ accepted the ir complimen ts and talked to them for a few minutes, try ing to conceal my perturbation and swallow my heart, while four new paying passengers were loaded by the ticket sell ers. When the four men had gone, [ made an excuse to go to the hangar where I told the owners that fl yi ng was definitely over for the day. Of course, [ wanted to know what had caused the trouble with the engine. After scratching my head a little for ideas, [ felt the cylinders to see which one was misfir ing. [ was not surprised to discover that three cylinders were cold as clams, evenly spaced around th e nine . Being an air frame and engine (A&E) m ec hanic myself, I then h ad a hint of th e ca use. The Wright ]-5 engine had a three-barrel carburetor, each barrel feedin g three cylinders through independent manifold passageways cast into the rear section of the crankcase. There were two things that could cause such a cessation of the three cylinders fed by one barrel of the carbure tor. The most probable cause would be a particle of dirt in th e jet, or some other failure in that section of the carburetor. That was hard for me to determine with out taking the carburetor off and would take time in the field. The other possibil ity would be a sticking intake valve. So [ started taking the valve rocker covers off, and in the very first one I found the cause of the severe loss of power and vibration. There are two concentric va lve springs closing ]-5 valves. [ was surprised to find both springs broken and screwed into themselves, a billion-to-one chance oc currence. So the valve was not closing and was allowing that cylinder to back fire into the manifold, cutting out the other two cylinders. That accounted for the severe vibration and extreme loss o f power and the extraneous popping and snorting by the engine, which m y pas sengers evidently thought was normal. At that time there were no controllable pro pellers or governors, so the fixed propeller reduced the rpm and caused still further loss of power, a full 60 percent I think. Every time [ even think of that experi ence, [ can feel again the adrenaline flow and my heart take extra beats. The late Mr. P. never did find out about it . That air speed indicator certainl y paid fo r itse lf and made me a devout believer in its value in those days of seat-of-the-pants flying. Today [ have an angle of attack indicator in my plane also, and [ truly believe that if they were required equipment, many take off, climb-out, and landin g approach accidents would be prevented. ......

NEW MEMBERS

David Marshall ....... . . .... Victoria, Australia Bruce Friend .. ........ . .. Airdrie, AB, Canada James Sorensen........... Calgary, AB, Canada Rohan Soulsby . North Vancouver, BC, Canada Walter J. Muzyczka .... Winnipeg, MB, Canada James B. Farmer ..... Owen Sound, ON, Canada Kevin Uhrich . ....... Chamberlain, SK, Canada H. Welbourn ..... East Allington, Great Britain Anton Van Rysbergen Noord-Brabant, Netherlands Miguel Bonini. .......... San Juan, Puerto Rico Dale Isakson .. . ................. Wasilla, AK James L. McCarthy . .. .. .. .. . .. Anchorage, AK Mike Galster . . .. ...... . . . ... .. Pine Bluff, AR Marty V. Bridges. ... .. .. . ..... Carmichael, CA Tom Buffaloe . .... . .. .. . ...... Escondido, CA Kenneth Krohncke .. .. . ......... Rio Vista, CA Bret Lynes .. .. . .. .. . . ...... Los Alamitos, CA Steve Maiman ... .. ........ .. Los Angeles, CA Dan Older ..... . .. ... . . . . . . .. .. Carlsbad, CA Ross L. Orbach .... .. . . .. ... . Yucca Valley, CA Donald Rule . .... .. .. .. .. .. . . San Marcos, CA Kalman Saufnauer .. . .. ......... Oakland, CA Jim Boberg ..... . . . .. .. ....... . Littleton, CO David Lee Glasscock . .. ..... . . . Lakewood, CO Stephen Halasz ..... . .. ........... Parker, CO Ian Cummings .. ............. Woodstock, CT William DeVries ... . .. ........... Taconic, CT Michael Guile ...... . ......... Thompson, CT Robert McCorkle ...... . . . ..... Ridgefield, CT Don W. Abbott. ..... . . .. ........ . Sanibel, FL Ed Cook ......................... Davie, FL Gary A. Davidson . . .......... . . .. Bunnell, FL Richard Denning ... . .. .. ... ...... Arcadia, FL Dennis R. Garrett .. . ... . ....... .. Hudson, FL Walter A. Lane .... .. . .. ...... Hobe Sound, FL Andre Moffitt MD .... .. . North Palm Beach, FL Karl Stark ..... .. .... ......... Gulfbreeze, FL Thurman Duvall .. . .......... Hogansville, GA Max Gwaltney ............... FayetteVille, GA J. Mark Holmquist . ... . .. ....... Suwanee, GA John T. Monroe............... COVington, GA G. Thomas Peterson ...... .... .. ... Plains, GA VanJ. Winegarden ........... Cedar Rapids, IA Kenneth L. Wormley............. Ft Dodge, IA Paul E. Smith .. . .......... .. .... Orofino, lD Gary Eckebrecht .. .. . .. ........... Aurora, IL Del Ogren .................... . Deerfield, IL james R. Rettick ............. Bloomington, IL Russell Shavitz ..... .. .... Arlington Height, IL B. joseph Zumwalt .... .. . .. .. ... . Sheldon, IL Tim Blossom ...... . . .. .. . . ...... Marion, IN Robert Kirkpatrick .. . ... . .. . ... ... Carmel, IN j. K. Vilander ........... .. . ..... Wamego, KS

Terry S. Mann ........ . ....... Farmerville, LA

Gregory Rodriquez .... . ....... New Iberia, LA

Peter Rouse .... ............. New Orleans, LA

Robert P. Straub .. .. .. .. .. . .. .. Baltimore, MD

Perry Virgin .. ...... . . . . ...... . . ... Peru, ME

Robert Fuller. . ........ .. ....... . ... Troy, MI

Gerald jakuszeski . . ..... . ......... Oxford, MI

Suzy Kryzanowicz ............... Bay City, MI

Dan A. Schurr . . ..... .......... Wyoming, MI Roy Westendorff ...... . . . ....... Pewamo, MI Peter Gavin ..... ... . . . . .. ..... Richfield, MN Kenneth G. Kneer ... . .. . . ........ Eagan, MN Brenna Matthies .... ... ...... East Bethal, MN john Schouweiler ........... Minneapolis, MN Zachary Baughman ...... . ... Manchester, MO Robert Craig Chipley ....... ... Wentzville, MO Michael Q. Edens .. . ...... ..... Bozeman, MT Andy Erickson ....... .. ..... West GlaCier, MT Ed Horstman......... . ......... Big Fork, MT Roger MacKie .. ... . ...... Winston-Salem, NC Griff Malleck.... . .. . . .......... McCook, NC Louis B. Palmer . .. ..... . ... . . . .. Kinston, NC john A. Shearer .. . .. .. ... ... . Chapel Hill, NC jack Shelburne, Jr. . .. .. ..... . . Greensboro, NC john A. Tumblin ...... . ..... . . Burlington, NC David Cap. .. .. .. . . ... . .. .. ... . . Lincoln, NE Ryan Keough . .. ...... . ....... .. Nashua, NH Nick Andriulli . . ........ . .. Elmwood Park, Nj Rick Richter . . ......... . .. . Albuquerque, NM Martin O. Dardani. .. . ..... .... . . Hudson, NY james Edwardson ... . . ... . .. . .. . Yaphank, NY Clyde Gillard ..... ... .... .. . . Churchville, NY Andrew Seligson . .. .. . .. . .. . ... Tuckahoe, NY Steve Betts ...... . .. ..... ... ... ... Niles, OH jeff Scott Carter ... . .. . .. .. . . Farmersville, OH Mark Fullen .... . .. ..... ..... Grove City, OH Peter Kiko . .. .. .. .. .. . .. .. . ..... Dalton, OH Gary j. Slutz ..... ... . ..... . .. Beach City, OH William E. Bensley . .. .. . .... .. .. Cushing, OK Gregory P. Camp . .... ............. Altus, OK Adrian A. Hale ..... . ...... . ....... Tulsa, OK Irvin W. Heckes ........... . ...... Yukon, OK john C. Tait .. .. . .. . .. ......... Portland, OR Randal D. Wilkerson ... ... .. . . .... Tigard, OR Richard Hess .. ..... . ........... Lancaster, PA Fred W. Wise .. . ... . ..... . ... . .. Windsor, PA Richard R. Shell .. ........... .. . . Riverside, RI Mark Poulin ..... . ..... . . .. Murrells Inlet, SC Roger D. Craddock ... . .. . ... . . . Memphis, TN Fletcher Smith .. .. .. ........ Chattanooga, TN Aaron D. Tippin ... . . ....... . . . Nashville, TN Patrick Greene............ .. ...... Dallas, TX Thomas W. Huston ... . ......... . . Sanger, TX Alton Kenne ........... . ........ .. Freer, TX Timothy j. O'Brien ..... ........ San Leon, TX Richard Robbins...... .... ...... . Bedford, TX West Sanders ...... . . .. . ..... . . Ft Worth, TX Donald Mack ... .... ....... . ..... Odgen, UT john Latta ....... .... . .... . .. Alexandria, VA Hampton K. Miller . .. .. .. . . Fredericksburg, VA R. Scott C. Pearce . .. . ... .. .. . ...... Afton, VA Michael Burnham ... ... . ..... Dorrington, WA Herbert L. Huestis . . .. .. .... Point Roberts, WA John B. McCrorie. . .......... Port Angeles, WA David T. Raymond .. . .. . . .. . ... . Spokane, WA David Egnoski ... ......... ...... Delavan, WI james D. Tuchscherer. ... ........ Oshkosh, WI Vincent Loprinzi . . . . ......... Fort Ashby, WV VINTAGE AIRPLANE

VINTAGE

TRADER

Richard Porter S 1

C-196 continued

Something to buy, sell or trade?

"Regardless of the size of the project, my goal has always been to exceed my customer's expectations. " Award Winning Vintage Interiors by: Paul Workman

OHIO AIRCRAFT INTERIORS

Parr Airport (421)

Zanesville, Ohio 43701

800.794 .6560

Radial Exhaust Systems Inc.

Jumping Branch, WV 25969

27 Years Experience

15 different engines for fitting

FAA Certified Repair Station XHYR068L

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. 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 (classads@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, bushings, 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)

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

For sale, reluctantly: Warner 145 & 165 en gines. 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go with above engines. 1966 Helton Lark 95, Ser ial #8. Very rare, PQ-8 certified Target Drone derivative. Tri-gear Culver Cadet. See Jupt ner's Vol. 8-170. Total time A&E 845 hrs. I just have too many toys and I'm not getting any younger. Find my name in the Officers & Di rectors listing of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert Flying wires available. 1994 pricing. Visit www.f1yingwires.com or call 800-517-9278.

"The use of Dauon or similar modern materialsas Q substitute for colton is a dead giyeaway to Ihe knowing eye.They simply do nOllook righl an yinlage aireroN: from Robert Mikesh, former curalor of Ihe Nolional Air and Space Museum, in his book Restoring Museum Aircraft.

VltiTAGe AeRO FAP.>RICJ, LTD "" PURVEYORS "" Don't compromise your restoration with modern coverings . . . finish the job correctly with authentic fabrics.

Certifilated Grade Alollon

Early aircraft IOIIon

Imported aircraft Linen (beige and tan)

German WWI lOlenge print fabril

Fabric tapes: frayed, straight, pinked and early Amerilan pinked

Waxed linen lacing lOrd

Pure cotton machine and hand sewing thread

Vinlage Aero Fabrics, lid. 316 Creekwood Dr., Bardslown, KY 40004 lei: 502·349·1429 fox: 502·349·1428 websile: www.avciolh.(om ·Original Nieuport 28 reslored by Vinlage Avialion Services"

SEPTEMBER 2003

For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-641S. THREE UNIQUE AIRCRAFT. 1. Only existing Tom Cassutt-built Formula One, raced 1959 by Tom, 1960 by undersigned. Modified 1964. Dismantled, complete, has C-85 . Of fers? 2. Percival EP.9, 1958, one of two remaining, was Brit ish warbird 1958-61 . High-wing STOL, 6 seats , Lycoming GO 480, 270 hp, Hartzell CS. Experimental! Exhibition. Sport Aviation article December 2002. Awarded "Most Unique" Contempo rary 2002 Oshkosh . $82 ,000. 3. Wittman Tailwind W-S project, two-thirds complete, many components welded by Steve, has C 190. Offers? In WI. Jan Christie , 608-526-6171 or 920-563-4689.

straight ahead. The C-l96 is as blind as it looks. Blinder, actually. "The airplane is really a thrill to fly. On takeoff, it gives 36 inches of manifold pressure and the accelera tion never lets up. It keeps pushing you back in the seat even after you're off the ground. It normally climbs in the 1,500-1,800 feet per minute range at 105 mph and that too hardly falls off with altitude. That's the beauty of a super-charged en gine. You don't lose power until you're really high. If you want to re ally go up, you can pull the nose up and it'll give 3,000 feet per minute, but it's at such a crazy angle, you can't see anything at all. "I normally flight plan cross countries at 160 knots (about 202 mph), which is 26 inches of mani fold pressure and 1,850 rpm, which gives me about 20.5 gallons per hour fuel burn. It'll give this speed at just about any altitude above 7,500 feet. It'll also cruise faster than this, but you're burning a lot of gas for an other 10 knots. "The empty weight went up about 260 pounds with the engine, but the airplane is also full IFR, so it picked up a little weight there too. Even so the useful load is 1,169 pounds. "The tip tanks hold 20 gallons which brings the total up to 116 useable gallons. The original 195's oil tank, which is below the instru ment panel, held only five gallons, so with that much fuel and the R985 engine you could run out of oil. So at the time of the conver sion an extension to the back of the tank brought it up to eight gal lons max. "It's a really wonderful piece of transportation and it's unique enough that I can have fun with the folks who know it's a 195, but something's somehow different. That's where the Cessna 196 thing comes in. That just makes a good thing better./1 ......

Membership Services VINTAGE

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

Directo!y-

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

Vice-President

windsock@aol.com

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

secretary

Treasurer

Steve Nesse 2009 Highland Ave. Albert u,a, MN 56007 507-373-1674

stnes@deskmedia.com

Charles W. Harns 7215 East 46th St. Tulsa, OK 74147 918-622-8400

cwh@hvsu.com

DIRECTORS Steve Bender 85 Brush Hili Road

Sherborn, MA 01770

508-653-7557

sst 1OO@woridnet.att.net

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317-293-4430

David Bennett

Jeannie Hut

P.O. Box 328

Harvard, IL 60033-0328

815-943-7205

P.O. Box 1188

Roseville, CA 95678

916-645-6926

dalefaye@msn.com

antiquer@inreach.com

dinghao@owc.net

jobn Berendt

7645 Echo Point Rd.

cannon Falls, MN 55009

507-263-2414

fchJd@roonoect.com

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, 11 60620 773-779-2\05 photopilot@aol.com

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 lumper@execpc.com

Dave Clark

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-91 \0 n03capt@flash.net

Phone (920) 426-4800 Fax (920) 426-4873 E-Mail: vintage @ eaa.org Web Site: http://www.eaa.org and http://www.airventure.org

EAA and Division Membership Services 800-843-3612 _________ ... FAX 920-426-6761 Monday-Friday CSn (8:00 AM-7:00 PM • New/renew memberships: EM, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instmctors (NAFI)

• 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 • EM Air Academy • EAA Scholarships

MEMBERSHIP INFORMATION

EAA

j ohn S. Copeland

Dean Richardson

lA Deacon Street

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

VINTAGE AIRCRAFT ASSOCIATION

Northborough, MA 01532 508-393-4775 copeland1@juno.com

Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 269-624-6490

rcoulsonS 16@cs.com Roger Gomoll

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@msncom

dar@aprilaire.com Geoff Robison

152 1 E. MacGregor Dr.

New Haven, IN 46774

260-493·4724 chief702S@aol.com S.H. ' We' " Schmid 2359 Lelebee Avenue Wauwatosa, WI 53213 414-771-1 545 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 yea r (SPORT AVIATION magazine not in cluded). (Add $7 for Foreign Postage.)

lAC

DIRECTORS

EMERITUS

Gen e Chase 2159 carlton Rd. Oshkosh, WI 54904 920-231 ·5002

EM Aviation Foundation Artifact Donations . _ .. . _. ... . 920-426-4877 Financial Support .... . . . . . . . 800-236-1025

sskrog@aol.com

Membership in the Experimental Aircraft Associ ation, Inc. is $40 for one year, induding 12 i5sues of SPORT AVlATION. 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_)

635 Vestal Lane Plainfield, IN 46168 317-839-4500 davecpd@iquest.net

Flight Advisors information . . .. 920-426-6522 Flight Instmctor infonnation ... 920-426-6801 Flying Start Program. _.. ..... . 920-426-6847 Library Services/Research . .... . 920-426-4848 Medical Questions .... _....... 920-426-4821 Technical Counselors ... . .... . 920-426-4821 Young Eagles ....... . ...... . . 920-426-4831 Benefits AUA .. ...... _.... ..... . ... 800-727-3823 EM 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

E.E. "Buck " Hilbert P.O. Box 424 Union, IL 60180 815-923·4591 buck7ac@mc.net

Current EM members may join the Interna tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an addi tional $45 per year. EAA Membership , S PORT AEROBATICS magazine and one year membership in the lAC Division is available for $SS per year (SPORT

AVIATION magaZine not included). (Add $15

for Foreign Postage.)

WARBIRDS Current EAA members may join the EM War birds of America Division and receive WARBIRDS magaZine for an additional $40 per year. EAA Membership, WARBIRDS maga Zine and one year membership in the Warbirds Divi sion is available for $SO per year (SPORT AVIATION magazine not included). (Add $7 for

Foreign Postage_)

EAA EXPERIMENTER Current EAA members ma y rece ive EAA EXPERIMENTER magaZin e for an additional $20 per year. EM Membership and EM EXPERIMENTER magaZine is ava ilable for $30 per year (SPORT AVIATION magazine not included). (Add $8 for

Foreign Postage_)

FOREIGN MEMBERSHIPS Please submit yo ur remittance with a ch eck or draft drawn o n 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 EAA Vintage Aircratt Association All rights reserved . VINTAGE AIRPLANE (ISSN 0091-6943) IPM 40032445 is published and owned exclusively by the EAA Vintage Aircratt Association of the Experimental Aircratt Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO. Box 3086, Oshkosh. Wisconsin 54903-30BE. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EPA Vintage Aircraft Association. PO. Box 3086, Oshkosh, WI 54903-3086. Return Canadian 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 suriace mail. ADVERTISI NG - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and wefcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories anc photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely wrth the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPlANE, PO. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. EPA" anc SPORT AVIATION". the EPA Log"" and Aeronautica~ are registered trademarks, trademarks. and SOIVice marks of the EXperimental Aircratt Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association. Inc. is strictly prohibited. The EPA AVIATION FOUNDATION Logo is a trademark of the EPA Aviation Foundation. Inc. The use of this trademark without the permission of the EPA Aviation Foundation, Inc. is strictly prohibrted.

VINTAGE AIRPLANE

Urn preston Tangerine, Fl

_ 1941 Stearman

"We have been with AUA for a number of years. Great service: Great people./I

- Tim Preston

~.-''t~'.'',

'~'I:;

•.:~_r,'

.. "'~..

• '.' -- --.,.:

:'¥! -:.,

!'-1..J(.~:4."'-'.'""."'''''; ~

. AUA is Vintage Aircraft Association approved. .To become a member of VAA call 800·843·36J2. "

•

.,-,

• • • •

.~'

........

:.~;

A UA's Exclusive RA Vintage Aircraft Association Insurance Program

.<.

t._'

lower liability and hull premiums

Medical p'ay,me-nts ipcludecl .. Fleet aiscounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion o age penalty -

0 com

onent parts endorsements -

Discounts for claim-free enewals carry,ing all risk coverages

The best is affordable. Give AUA a call - it's FREE!

800-727-3823 Fly with the pros... fly with AUA Inc.

The Board ofDirectors of Ocean Reef Club

Key Largo, Florida

cordially invites you to attend

THE

10 TH ANNUAL VINTAGE

WEEKEND

December 4th, 5th, 6th and 7th, 2003

Honoring classic conveyances by air, land, and sea

and including

The Antique and Classic Airplane Fly-in

The Concours d'Elegance ofAutomobiles

•

••

The Antique and Classic Yacht Rendezvous

Participation includes a Friday afternoon Road Rally, Fly By and a Welcoming Reception. Saturday day-long celebration ofboats, cars, and planes including a Skywriting competition; a Rosie O'Grady - Gay 90s Party on Saturday evening with The Bill Allred Jazz Band; awards and farewell breakfast Sunday morning. $225 per person

Because Ocean ReefClub is a private club, The Vintage Weekend is open only to members and invited guests staying in the Inn or Marina. For more details and lodging information, please call Lesa Crayne at 305-367-5896 or e-mail: lcrayne@oceanreefcom

OCEAN REEF CLUB"

OCEAN

REEF

DRIVE

KEY

LARGO,

FLORIDA

33037

VINTAGE AIRPLANE

COMING AT YOU!

Two Quality Journals THE JOURNAL OF THE EARLY AEROPLANE Leonard E. ~. Editor

THE AIRPLANE 1920-1940

Featuring:

David Ostrowski. Editor

• Airplane restorations & reproductions • Indepth articles on historic aircraft • Great photos including details & cockpits • Scale & flying models .J ..J ..J

• Accurate, detailed drawings • Paint, colors, markings • Museums & events • Aircraft, engines, parts for sale • Book & literature reviews • Your wants & disposals

Send a sample copy at $4+ $3pp: WWl AERO SKYWAYS

both

FREE ISSUE FOR NEW SUBSCRIBERS:

MENTION THIS AD!

Published by WORLD WAR 1 ~, INC. 15 Crescent Road, Poughkeepsie, NY 12601, USA (845) 473-367~

A NON-PROFIT. MEMBER-ORIENTED SERVICE ORGANIZATION

V00879 VOO88O

mug with plastic handle and cap. Standard base fits most car cup holders.

SEE MORE!

SEE MANY ADDITIONAL ITEMS AT THE VAA RED BARN DURING AIRVENTURE

2003.

Check out all the VAA available merchandise by shopping the Vintage section of

EAA Aeronautica.

ORDER ONLINE:

This 3-dimensional patch is well tailored and will look great on your clothing and accessories. 32

SEPTEMBER 2003

http://shop.eaa.org

fJ$;dAfgtm-Y?~

Vehicle Discount