VA-Vol-36-No-4-April-2008 by EAA Vintage Aircraft Association

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GEOFF ROBISON PRESI DENT, VINTAGE AIRC RAFT ASSOCIATON

Hallelujah April is upon us, and I have but one thing to say about this: Hallelujah! Preparations for EAA AirVenture Oshkosh 2008 have already reached a fever pitch for not only our key vol unteers and staff, but also all of our valued chairmen and chairwomen, who provide much of the heavy lift ing in preparation for the big show in Oshkosh. As I write this month's column, it is the first of March, and I just attended the initial meeting of the Vintage Aircraft Parking & Flight line Safety Committee. We met this year at the Kalamazoo Air Museum in Kalamazoo, Michigan. In the midst of all of the planning that goes into preparing the Vintage area of the convention, we always find ourselves reflecting on just how many airplanes, campers, etc. may show up in our area of responsibil ity. How many pancakes will need to be flipped? How many bags of ice hauled out of the freezer? How many volunteer caps and T-shirts should we have on hand this year? It's great to be a popular destination, but that does give us the responsibility to plan for the needs of all who attend the convention. We are currently experienCing a unique level of interest from our type club representatives who want to be a part of our increasingly popular type club parking area. Typically, in Jan uary we hear from only a few of the type clubs about their opportunities to park a number of their aircraft type together at AirVenture. The unique ness of the 2008 event is aU about the number of different aircraft type clubs requesting to participate, and the high number of individual aircraft

showing an interest in parking with their type clubs. We are now planning to type club park the following aircraft: Cessna 120/140, Cessna 175, Cessna 180, Cessna 185, Ercoupes, and Swifts . While we routinely park between 75 and 100 aircraft in our deSignated type club parking area, with the un usual number of requests this year we already have plans in place for more than 200 aircraft for this designated area. The pOint in sharing this infor mation is that if we are experiencing this level of interest in January and February, surely we will experience a large number of our members visiting us this year at AirVenture, and we find that potential very exciting. Be assured that your Vintage board of directors is always focused on not only the critical issues of member ser vices, but also the financial well-be ing of this organi zation. I would ask everyone to keep in mind that as in dividual members of the Vintage Air craft Association, we all share in these important fiscal responsibilities. Most directly, it's your dues that provide a large percentage of the funds neces sary to cover staff salaries, office ex penses, as well as printing and postage costs directly related to this monthly magazine. As an organization, we have carefully managed to maintain our as sociation dues at their current level for just a little more than seven years, a remarkable achievement given the constant rate of inflation present since our last dues increase in 200l. One of the ways the VAA board of directors has managed to accomplish this remarkable feat is by the cre ativeness of the board, as well as our

staff, in developing and nurturing a number of alternative fundraising ef forts and then using those funds not only to offset the inevitably rising costs of operating this association, but also to provide the critical fund ing necessary each year to properly host the membership during our an nual convention. With that said, the time has come yet again to appeal to the membership to please give due consideration to supporting your association's Friends of the Red Barn Fund. This flagship program is the critical initiative that allows the VAA to provide a myriad of member services to the masses at AirVenture, particularly the over head and infrastructure necessary to make for happy campers in the Vin tage area, as well as sustaining VAA programs and services throughout the year. I cannot begin to thank the membership enough for your strong financial support over the many years this program has been in place. The Friends of the Red Barn program of ferings have again been enhanced for this year's event, so be sure to check it out on our website at www. VintageAir

craft·org/programs/redbam.html. In my January Straight & Level column, you ma y recall I referred to a number of local fly-ins around northeastern Indiana that I rou tinely attempt to attend each fly ing season. For whatever reason, I mistakenly stated that the Fly-In, Cruise-In event at Marion, Indiana, that Ray Johnson puts together ev ery year in support of the local high school band was set for Memorial Day weekend . In fact , as most of the continued on page 36

VOL. 36, No.4

N E 2008

APR I L

CONTENTS

I Fe

Straight & Level Hallelujah by Geoff Robison

News

Sport Pilot Q&A

Airplane Design Made Simple What happens behind the scenes by R.R. Osborn

Shuttleworth Air Displays Vintage aviation in the United Kingdom by David Macready and H.G. Frautschy

Pea Pod Pusher Dave Powell's Anderson-Greenwood AG-14 by Budd Davisson

A Leap of Faith by Gilles Auilard

American Barnstormers Tour 2008 A step back in time by Sarah "Pancho" Wilson

Type Club Notes High Oil Temps and Oil-Temp Gauges by George Horn

The Vintage Instructor Fly-In Perils-A h eightened sense of awareness is imperative by Doug Stewart

Mystery Plane by H.G. Frautschy

Calendar

Classified Ads

COVERS

FRONT COVER The pusher-pod-boom design conce pt has been around for nearly as long as air足 planes have been made, but few have made it in the aviation marketplace. This one is the An足 derson-Greenwood AG-14, restored by Dave Powell , whose dad used to work for the company. Read more about it in Budd Davisson's article starting on page 14. EM photo by Bonnie Kratz. BACK COVER: Another in our series of British lightplane photographs taken by David Macready, this is Alan Hartfield's Dart Kitten II, a single-place lightplane built to use the 36 hp JAP engine (a licensed two-cylinder Aeronca design). For more on the unique aeroplanes of the United King足 dom, see our continuing series of photo essays beginning on page 10.

STAFF

EAA Publisher Director of EAA Publications Executive Director/Editor EAA Art Director Executive Assistant News Editor Photography Advertising Coordinator Classified Ad Coordinator Copy Editor Director of Advertising

Tom Poberezny David Hipschman H.G. Frautschy Olivia P. Trabbold Jillian Rooker Ric Reynolds Jim Koepnick Bonnie Kratz Sue Anderson Daphene VanHullum Colleen Walsh Katrina Bradshaw

Display Advertising Representatives: Northeast: Allen Murray Phone 856-229-7180, FAX 856-229-7258, e-mail: a/lewlIlmay@milltisprillg.colll Southeast: Chester Baumgartner Phone 727-532-4640, FAX 727-532-4630, e-mail: cballmiil @lIlilldsprillg.colll Central: Gary Worden Phone 800-444-9932, FAX 816-741-6458, e-mail: gilT)'.worden@Spc-lIlag.com Mountain" Pacific: John Gibson Phone 916-784-9593, e-mail: joilllgibsoll@Spc-mag.col1l Europe: Willi Tacke Phone +498969340213, FAX +498969340214, e-mail: willi@(l)'ing-pages.col1l

VINTAGE AIRPLANE

FAA Mandates 21-Day Turnaround for Aircraft Transaction Notices A final rule issued by the FAA last week requires a person selling or oth erwise transferring ownership of a U.S.-registered aircraft to return the completed certificate of aircraft reg istration to the FAA Aircraft Registry within 21 days of the transaction. That requirement becomes effective on March 31,2008. This change was part of the final rule published recently that requires all pilots to replace their paper pilot certificate with a counter feit-resistant plastic certificate within the next two years. The FAA originally proposed a five-day time limit on re porting the sale or transfer of aircraft but adopted a 21-day period in re sponse to comments suggesting five days was an unrealistic requirement. Sellers will have to complete the re verse side of the certificate and en sure its arrival at the registry within that time. Additionally, the FAA is re quiring people applying for aircraft registration to include their printed or typed name with their signature. This change is in response to concerns raised in the FAA Drug Enforcement Assistance Act. The purpose of these changes is to upgrade the quality of data and documents to assist federal, state, and local agencies to enforce the nation's drug laws.

Get AirVenture Tickets Online Now and Save Admission to EAA AirVenture Oshkosh 2008 is now just a click away, with new advance ticket purchasing available at www.AirVenture.org. The advance purchase system allows EAA members and nonmembers to pre-purchase AirVenture admission tickets via a secure website. Both daily and weekly admissions are available, as is the ability to join EAA or renew a membership to receive the best possible admission prices available only to EAA members. This new system created by ClicknPrint Tickets also gives discounts to those who pre-purchase their AirVenture tickets by June 15, including $2 savings on daily admissions and $5 savings on weekly admissions for advance online purchases. "This system responds to requests we've received from EAA members for the past several years," said Rick Larsen, EAA's vice president of marketing. "People wanted the ability to fully plan for their AirVenture experience, including having their tickets in hand when they arrive in Oshkosh. We're happy to make that possible this year." To access the advance ticketing area, go to www.AirVenture .org and connect to the "Buy Now!" area. Ful l instructions and answers to frequently asked questions are available at that site. Advance AirVenture tickets are scanned and redeemed for the appropriate wristbands at AirVenture admission gates. EAA AirVenture advance ticketing is made possible through support from Jeppesen. "Jeppesen is a longtime supporter of EAA AirVenture and enthusiastically supports

FAA Issues Final Rule on Airmen Certificate Replacements

this new online advance ticketing system," said Rhonda Larance, senior manager of

The FAA has issued a final rule that will require all pilots to replace their paper airmen certificate with a coun terfeit-resistant plastic certificate by March 31,2010. After that date paper pilot certificates may no longer be used to exercise piloting privileges. Three years after this date, certain other paper airmen certificates, such as those for flight engineers and mechanics, may no longer be used to exercise the privi leges authorized by those certificates. Student pilot certificates, temporary certificates, and authorizations are not

help pilots plan their Oshkosh journeys each year, this advance ticketing system will

APRIL 2008

business and general aviation marketing at Jeppesen. "Just as Jeppesen products help AirVenture attendees be more fully prepared to participate in this great event." ClicknPrint Tickets (www.ClicknPrint.com) is the pioneer of online print-at-home ticketing and an industry innovator, providing ticketing services for more than 125 air shows and other sporting events. Through ClicknPrint's services, tickets can be purchased online using any Internet-connected computer. Those tickets are transferable and can be reissued if lost. "ClicknPrint Tickets is thrilled to be the online ticketing provider for EAA AirVenture Oshkosh," said John Haak, an EAA member who is also ClicknPrint Tickets ' air show specialist. "The goal is to make it easy for EAA members and other AirVenture attendees from all over the world to pre-purchase their tickets as they plan for their experience at Oshkosh."

affected under this rule. These changes are in response to concerns raised in the FM Drug Enforcement Assistance Act. The purpose of this rule is to upgrade the quality of data and documents to assist federal, state, and local agencies to enforce the nation's drug laws. EAA has supported changes to more secure and counterfeit-proof certificates con sistently since September II, 200l. EM encourages its members to replace their paper certificates soon, keeping in mind there is currently a slight back log at the Airmen Registry branch with many pilots seeking replacement cer tificates to comply with the new ICAO "English Proficient" endorsement re quirement. To make the replacement process as quick and easy as possible, the FM has set up a system that allows certificate holders to request a replace ment online at https://AmSrvs.Registry. FAA.gov/amsrvs/logon.asp.

Send Us Your AirVenture Waypoints, Fuel Stops Airport facilities that will be provid ing special offers to EMers traveling to and from AirVenture Oshkosh can send their information to EM for inclusion on the AirVenture website. If you have a landing facility and would like to be on the list, send an e-mail to webmaster@EAA.org and include the name of the business, airport, phone number, e-mail ad dress , and any special offers you'd like to announce. We'll be continu ously updating the online list at www. A irVenture.org/2008/flying/alternate_ airports.html in the days, weeks, and months leading up to AirVenture Oshkosh 2008.

EAA, VAA Join Small Airplane Certification Process Review Team Representatives from EAA and the Vintage Aircraft Association (VAA) traveled to Kansas City, Missouri, in early February to participate in the first meeting of the FAA's Small Air plane Certification Process Review Team. John Hopkins, manager of air craft maintenance for EAA, along with H.G. Frautschy, executive director of the VAA, attended along with other

AirVenture Quick Links For the latest EM AirVenture information, visit www.AirVenture. org. Use the handy links below to help plan your visit in 2008! • Admission: www.AirVenture.org/2008/planning/admission.html • Lodging: www.AirVenture.org/2008/planning/where_to_stay.html • Flying in: www.AirVenture.org/2008/f1ying/index.html • Airline discounts: www.AirVenture.org/2008/f1ying/airline_ discounts.html • RideShare: www.AirVenture.orglrideshare • Services: www.AirVenture.org/2008/planning/services.html • AirVenture Planning Guide: www.AirVenture.org/2008/ planning/08-planningJ}uide.pdf • AirVenture Schedules/Maps: www.AirVenture.org/2008/ planning/forms_schedules.html industry and FAA representatives. The team's objective is to assess the adequacy of the various airwor thiness processes currently in place throughout the airplane's service life and, if appropriate, look for ways to improve those processes. The review team is a separate but complemen tary effort to the Safer Skies safety initiative formed in the late 1990s and early 2000s. The FAA credits Safer Skies with helping start the cur rent downward trend in the num ber of small airplane accidents in the United States. Team members worked to identify the major airworthiness processes, procedures, and policies applied throughout the entire small airplane life cycle; major "myths" between the different areas of certification, main tenance, and operations; and rele vant general aviation safety/accident studies to determine if any additional studies need to be done.

EAA Founders' Wing: Embracing Our Heritage for Aviation's Future Generations Innovation, a family culture, dreams, and high standards are among the core values that have made EM a unique organization beloved the world over by people who share the passion for flight. Those values are intangibles that can be lost if we do not carefully maintain our focus and dedication to the ideals established by our founders.

The binding ties throughout EM's 55-year existence are founders Paul and Audrey Poberezny, who not only created the organization but over these many years also preserved its history and culture. They saved countless personal mementos-letters and cor respondence, photographs, a wide as sortment of artifacts-the very heritage of the Experimental Aircraft Associa tion-so that future generations might understand its story. EAA is proud to announce the Found ers' Wing, an exciting plan to create an appropriate display of this treasured col lection in the EAA AirVenture Museum in Oshkosh, Wisconsin.

A True Account of EAA History For many organizations, it would be difficult to accurately describe their history. Fortunately for EM, Paul and Audrey have lovingly preserved it; re search is not required, because they've already done the hard part. And, of course, they're still with us. liMy parents' collection represents more than memorabilia," said EM Pres ident Tom Poberezny. lilt preserves the culture and the history of an organiza tion that has truly made a difference in aviation. Organizations can spend millions of dollars to rebuild their his tory after it's too late. I'm pleased to say that under their leadership, EAA has not made that mistake. liThe EAA AirVenture Museum stands as a testament to the spirit of EM members. My parents' collection VINTAGE AIRPLANE

Upcoming Major Fly-Ins

Sun 'n Fun Fly-In Lakeland Linder Regional Airport (LAL), Lakeland, Florida April 8-13, 2008 www.Sun-N-Fun.org Golden West Regional Fly-In Yuba County Airport (Myv), Marysville, California June 6-8, 2008 www.GoldenWestFlyln.org Virginia Regional Fly-In Suffolk Executive Airport (SFQ), Suffolk, Virginia June 14-15, 2008 www. VAEAA.org Rocky Mountain Regional Fly-In Front Range Airport (FTG), Watkins, Colorado June 27-29, 2008 www.RMRFI.org Arlington Northwest Fly-In Arlington Municipal Airport (AWO), Arlington, Washington July 9-13, 2008 www.NWEAA.org EM AirVenture Oshkosh Wittman Regional Airport (OSH), Oshkosh, Wisconsin July 28-August 3, 2008 www.AirVenture.org Mid-Eastern Regional Fly-In Mansfield Lahm Regional Airport (MFD), Mansfield, Ohio TBD www.MERFI.info Southeast Regional Fly-In Middleton Field Airport (GZH), Evergreen, Alabama TBD www.SERFI.org Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ), Casa Grande, Arizona October 23-26, 2008 www.Copperstate.org U.S. Sport Aviation Expo Sebring Regional Airport (SEF), Sebring, Florida January 22-25, 2009 Aero Friedrichshafen Messe Friedrichshafen (EDNy), Friedrichshafen , Germany April 2-5, 2009 For details on EAA chapter fly-ins and other local aviation events, visit www.EAA.org/calendar

APRIL 2008

represents the core culture that fos ters that spirit and innovation." A Two-Tiered Approach While still in the early planning stages, the Founders' Wing will have two distinct display areas located in the repurposed (not new construc tion) space within the museum's res toration center: a public area and a members' area. Elissa Lines, EAA vice president of donor and business rela tions, explains. "People less familiar with EAA may not be aware of what the organization is beyond the large air show that takes place every summer," she said. "Our ob jective for the public area is to educate visitors how people, drawn together by a common passion for grass-roots avia tion, forged a unique spirit and cama raderie that literally changed aviation through the promotion and advance ment of personal flight." The public area will feature artful displays of photographs, documents, and other visual elements from Paul and Audrey's collection. The mem bers' area , The Paul and Audrey Po berezny Library, will provide a more privileged view exclusively for EAAers, who 'll be able to delve more deeply into the early days of the organization with a more detailed review of EAA's history and culture. Also planned is a large open space on the main floor usable for special events, eliminating the often cum bersome rearrangement of museum space currently required for such functions. Volunteer Committee to Lead EAA board member Fred Telling, who was moved to pledge his support after Paul and Audrey committed their personal support and that of the Sport Aviation ASSOciation, is chair-

man of the Founders' Wing Fundrais ing Committee. "The opportunity to help enable one man's dreams and a lifetime of memorabilia to be permanently dis played and accessible to all our mem bers is an opportunity I did not want to miss," Telling said. "Paul's vision and legacy will live on and, I expect, touch a million more lives long into the future with the establishment of the Founders' Wing. Working to gether we can be a part of his dreams and vision."

New AD Proposed for Taylorcraft

A, B, and F Models The FAA in mid-February proposed to adopt a new airworthiness directive (AD) for Taylorcraft A, B, and F models requiring inspection of the wing strut attach fittings for corrosion or cracks. This is in addition to the earlier AD is sued in October 2007 to inspect the wing struts themselves. (That AD was revised on February 22, 2008, as Taylor craft AD 2008-04-09.) If any corrosion or cracks are found in the wing strut attach fitting, repair or replacement would be required. If not corrected, this condition could result in failure of the wing strut at tach fittings and lead to wing separa tion and loss of control. The proposed AD comes after analysis of data col lected from an accident involving a Taylorcraft Model BF12-65 airplane, in which a wing separated from the airplane after the wing strut attach fit ting failed due to corrosion. EAA's government relations depart ment and VAA will review the wing strut attach fitting notice of proposed rulemaking and will solicit input from Taylorcraft type clubs before submitting its comments to the FAA. .......

Membership Means More If you're planning to be in Lakeland, Florida, for the annual Sun 'n Fun Fly-In, you're invited to join your fellow members and chapter leaders for a special presentation on Wednesday night, April 9, in the Sun 'n Fun Pavilion. This gathering, hosted by EM President, Tom Poberezny, will feature announcements of new member value offerings, updates on important issues, a special preview of EAA AirVenture Oshkosh 2008, plus information on the EAA Founders' Wing in the EAA AirVenture Museum. We look forward to seeing you there.

Question: I have a private pilot

Question: I applied for a third

flying as a sport pilot needing a flight review. His kit aircraft, though having two seats, will not accommodate both pilot and this CFI. I wish to offer him the flight time in a Piper Cherokee, though some feel that this would not suffice. I cannot see an exclusion in the FARs, and as long as I can evaluate his abilities, it seems to satisfy the intent of the review. Answer: A pilot is allowed to perform a flight review in any aircraft for which he or she is rated . A private pilot with an airplane single engine-land rating is allowed to take a flight review in any single-engine land airplane that doesn't require a type rating. The pilot does not have to be eligible to act as pilot in command (PIC) in order to take the flight review. The pilot you describe would not be el.igible to act as PIC in the Cherokee, but certainly he is rated for the aircraft. Thus, with you acting as PIC, he can perform the flight review in the Cherokee.

class medical, and the FAA wanted additional tests. I did not complete them due to the cost. Is this considered a denial? Answer: Unfortunately, yes. Once the application for an FAA medical is started, the aviation medical examiner is legally required to forward the application to the FAA. If an applicant fails to provide all the requested information, the FAA denies the application for "failure to provide." If you started an application and for whatever reason did not receive a medical, then you have been denied.

Question: What is meant by "valid" state driver's license? Answer: Your state driver's license is valid as long as you comply with the laws of your state. Most states require you to stop driving and notify the state department of motor vehicles if you have a significant change in your health. The more common medical issues that require suspension of

driving privileges are vision changes, loss of consciousness, impairment of judgment, loss of motor function , and seizures or blackouts. If you have experienced anyone of the above, even temporarily, you need to verify with your state department of motor vehicles that your driver's license is still valid. In addition, you should consult with your family doctor about the advisability of piloting an aircraft. If your license is suspended or revoked due to traffic violations or alcohol/drug related convictions, you cannot use your state driver's license to establish medical fitness and would have to possess a third class medical certificate to fly as a sport pilot.

For more information on oper ating your sport pilot-eligible vin tage airplane as a sport pilot, please visit EAA's comprehensive web site on the sport pilot rule at www. SportPilot.org. ...... VINTAGE AIRPLANE

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AIRPLANE ESIGN MADE SIMPLE

--:> ---.-

What happens behind the scenes R.R. OSBORN As

PUBLISHED IN AVIATION AND BY

K.D.

W OOD IN HIS BOOK AIRPLANE D ESIGN.

FIRST PUBLISHED IN

FOREWORD

The study of airplane design must be a study of airplane designers, and should preferably include a portrayal of the conditions under which com mercial airplanes are commonly de veloped. The following articles from Aviation by R.R. Osborn were written prior to 1940, and while no longer as applicable as at the time of their orig inal writing, they present some per sonnel aspects of the development en gineering problem that are still, with important variations, involved in many development projects. "Lately we have been very much surprised to find that airplane design and cons truction seem to be very mysterious to some people associated directly with the industry, as well as to the general public. They have no idea why a biplane is used for one type of airplane and a monoplane for the next type. They probably wonder why the engine installed was selected, and why the cabin or cockpits are ar ranged as they are. In fact, in some cases they have even wondered why the ai rplane was ever built. Realiz ing that some information along this line would probably be appreciated by our readers, we have interviewed a number of experienced designers we 6

APRIL 2008

1934

know, to learn from them the reason ing and processes by means of which a new airplane is created. They were glad to tell us their experiences and we have condensed all of their stories into the following, which might be said to be the high points in the life of an average airplane in its journey from the drafting board to the field: "As his favorite layout draftsman is working up some advertising for the sales department, the DeSigner is much discouraged to find that he will have to use an inexperienced man and do the figuring and calcu lating himself. "Designer calls for a wingspan of 37.5 feet . Layout draftsman misun derstands his writing and lays out the airplane to have 375 square feet of wing area. "A irplane originally laid out as a monoplane. New Department of Commerce Inspector shifted to the district. New Inspector has a great preference for biplanes, so design is changed to a biplane. "Pres ident sends in word that speed is essential in all new aircraft of the immediate future, and airplanes must be designed mainly for speed. Design is altered to suit. "Engine selected is the one man

ufactured by the Chief Engineer's golfing partner. Designer asks the world howinell he can turn out a good ship when he has to use an engine like that one? Chief Engi neer's golf game gets poorer so that his partner beats him regularly. De Signer ordered to shift to the best engine available in another com pany. Designer asks the world how inell h e can turn out a good ship around an engine like that one? "President sends in a note stat ing that the watchword is economy, and that all new designs should have cheapness of construction and econ omy of operation as their major crite ria. Design is altered to suit. "Designer hears that the Whoosis Airplane Company is laying out a competing model with gull-shaped wings. Immediately scraps his de sign and starts over again with gull shaped wings . Simultaneously, the designer of the Whoosis Airplane Company has scrapped his drawings and starts new layouts using butter fly-shaped wings, after hearing that the WhatisAirplane .C ompany is pro ceeding on that basis. "Presi dent returns from a tour around the country. Circulates notes to the effect that the present trend is

toward better vision for the pi lot, and that all other features, including speed and cheapness of construction, should be com promised to obtain better vision for the pilot. Design is altered to suit. "President sends in word that the crying need of this country is a good 5-cent Cigar. Design is altered to suit. "Shop makes an error in building the fuselage a foot too short. In exchange for previous shop favor in covering up one of his errors, the Designer writes a long treatise to the Chief Engineer point ing out the trend to shorter fuselage lengths, suggesting that the fuselage be made shorter by 1 foot. Chief Engi neer does not grasp the full meaning of the obscure part of the Designer's calculations, so issues order to have the nose of the fuselage shortened by 1 foot. Designer and Shop Superin tendent talk it over and decide they had better just cut 1 foot off the nose and say nothing more about it. "Engine finally arrives for installa tion in the ship. Turns out that the en gine company had decided to build a nine-cylinder engine instead of a sev en-cylinder engine. Long correspon dence between airplane company and engine company to determine if two cylinders shall be taken off or if engine mount shall be changed. Mat ter finally settled by flipping a coin. Engine mount is changed. "On installation of the engine it is found that the carburetor inter feres with the center landing-gear fitting . Engine sent back to the en gine plant to be made into a down draft carburetor. When the engine returns it is discovered that the new carburetor interferes with the oil tank. Sends engine back to engine plant to be made over into a solid fuel injection engine. "None of the shop cowl workers understanding English, Project Engi neer waves his arms around in the air to show them what type of wing fillets he wishes. Thinking he is referring to the engine compartment cowl, they turn out a startling new idea in engine

DURING SETUP

OPERATION,

UPPER WING IS

FOUND TO INTERFERE

WITH A BEAM IN

THE ROOF OF

THE FACTORY.

AFTER COMPARING

COSTS OF ALTERING

THE BEAM IN

THE ROOF OR

CHANGING ONE SET

OF WING STRUTS,

GAP BETWEEN THE

WINGS IS DECREASED

cowl. Project Engineer has draw ing made to suit and sends draw ing in to Chief Engineer, pointing out that his new design will prob ably add 4 mph. "Landing gear was laid out for large-diameter wheels. Somebody invents small-diam eter wheels and sells them to the Purchasing Agent. When they are applied to the ship it is found that the propeller ground clearance is too small. Proj ect Engineer announces that a three-blade propeller will be used because of high propeller tip speeds or something. "During setup operation, upper wing is found to interfere with a beam in the roof of the factory. Af ter comparing costs of altering the beam in the roof or changing one set of wing struts, gap between the wings is decreased by 6 inches. "First weighing of the ship shows the center of gravity to be badly out of position. Upper wing is taken off and changed to one of large sweep back to balance the ship. Chief Engineer sends note to President explaining delay as necessary, as sweepback has to be used to improve pilot's vision. "At the field 1 foot of left wingtip is knocked off on a hangar door. One foot is sawed off the other tip to match, and both ends are faired off neatly. "The airplane is put over the speed course and is found to have a high speed 5 mph more than the Designer expected, but 5 mph less than he wrote in the preliminary specifica tions. This speed is 10 mph more than the Design Engineer expected and 10 mph less than he promised the Presi dent. The speed is 15 mph more than the Sales Manager expected and 15 mph less than he wrote into the pre liminary advertising copy. "Knowing his organization thor oughly, the speed is exactly what the President anticipated." AN AIRPLANE DESIGNER BEGINS A NEW PROJECT

INCHES.

"Having finished the morning pa per the DeSigner leans back in his chair and starts to read over the cusVINTAGE AIRPLANE

tomer 's specification for the new airplane. "Thinks it would be a good idea to underscore with red pencil the parts of the custom er's specification that will affect the design. After completing four pages finds that he has un derscored all but three words so throws down specifications in disgust. "Goes into Drafting Room to discuss latest sporting news with favorite layout draftsman. Finds him busy on a rush job for another designer. Dashes into Chief Engi neer's office and pounds on desk, de manding that favorite draftsman be transferred to his project and moved into his office to assist, as no other draftsman is able to understand what he wants done. Chief Engineer grunts and says he'll think about it. "Wanders through drafting room looking at work being done for other designers and offering suggestions, which involve scrapping all drawings and starting over again. "Designer is startled on return ing to his office to find that favorite draftsman has already been moved in and is ready to go to work. "Suggests that centerlines be drawn here, here, and here, and re turns to desk for contemplation. "Reads through specification hur riedly and then slams it down on desk, asking howinell customer ex pects to get all that in one airplane. "Looks at drafting board and sug gests that centerlines be moved to here, here , and here to allow more room for expansion of sketches. "Lights cigarette and starts reading specification again with determina tion . Discovers that latest model of engine is called for. Swears blue streak but is secretly glad as draftsman will be kept busy for a few hours making a scaled-down drawing of engine. "Gets new notebook and paper filler from stockroom and letters name of new project and his name carefully on front cover, inking letters with beautiful shading. "Places feet on desk and starts try ing to concentrate on the details of 8

APRIL 2008

AFTER COMPLETING FOUR PAGES FINDS THAT HE HAS UNDERSCORED ALL BUT THREE WORDS SO TH ROWS DOWN SPECIFICATIONS IN DISGUST. the specification again . "Factory Superintendent calls up and says would like him to look at a fitting of his design that is giving him trouble in shop. Designer says that he'll be down immediately to look at it. Shop Superintendent faints at other end of phone as he expected that Designer would manage to get down to see fitting in about three days, as usual. "Returns to office and starts in on specification again. Notices grasshop per on windowsill. Studies unique details of grasshopper and considers application of cata pulting gear for Navy ships. "Goes over to golf club for lunch and discusses merits of new design of clubs with professional. "Returns to plant and as he passes watchman's gatehouse hears impor tant baseball game being broadcast on radio. Listens to several innings, discussing probable outcome of pen

nant race with watchman. "Back in office starts reading over specifications again. "Admires lettering on cover of new notebook and then num bers pages therein, using orna mental figures. "Suddenly realizes that if he is to turn out design that is abso lutely up-to-date it will be neces sary for him to read up on latest developments here and abroad as noted in aeronautical maga zines. Gets magazines and reads all social and political news therein. Makes mental note to read technical articles later. "Wanders down into shop to watch operation of new riveting machine. "Talks over international political situation with foreman of the sheet metal shop. "Hears report that new airplane built by competing has landed at field so drives over to see if there are any new ideas thereon to be appropriated. Looks ship over carefully. Points out to foreman of Hangar Crewall details that were improperly designed and expresses amazement that competi tor managed to get a large production order on such a poor airplane. "Walks down to the School Hangar to watch students practicing landing. Comes to conclusion that modern landing gears are pretty good after all. "Back at office starts to read over specification again but notices that his slide rule is in need of cleaning. Decides he had better clean rule thor oughly as he will be using it a lot. "Also notices t hat desk drawer in which he keep cigarettes, rubber bands, chewing gum, paper clips, smoking tobacco, and pipe cleaners is in need of fixing up. Takes consid erable care in working out good ar rangement of contents. "Sees that it is almost quitting time and if he doesn't hurry he will prob ably hold up the starting time of his golfing foursome . Puts on hat and coat and wanders over for look at drafting board. Observes that favorite drafts man has made progress on prelimi nary sketch for new design." ~

Rudolph (Rudy) Ribbeck

Lake Wylie, SC

• Dual rated ATP • Flight engineer • 15,000+ flight hours • 20-year u.s. Army pilot (Vietnam vet) • Air/ine and corporate pilot experience

• Currently flies TV news helicopter

"My father and grandfather were both pilot/mechanics so airplanes have always been in my blood. I've always loved old airplanes, especially old round-engined airplanes. For the 15 years we've owned Bigbird, I've depended on the fine folks at AUA to provide all my airplane insurance needs. They can always be counted on for professional, courteous, cost competitive service"

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BAE Systems maintains its connection to its past wHh the ownership of this 1946 Avro C.19 Series 2 Anson, G-AHKX, serial number 1333

Vintage aviation in the United Kingdom BY DAVID MACREADY AND

Here are more images from the camera of David Macready of the United Kingdom. We hope that you enjoy this fea足 ture, which will appear on a regular basis in the pages of Vintage Airplane, and we encourage members in other foreign lands to share high-quality digital images of their unique aircraft with us as well. If you'd like submis足 sion guidelines, please drop us an e足 mail at VintageAircra(t@eaa.org.

Another beautiful twin is the

Miles M65 Gemini lA G-AKKH,

being flown in formation with

Miles M3A Falcon, G-AEEG.

10 APRIL 2008

H.G.

FRAUTSCHY

Frank Chapman flies this rare Gloster G.37 Gladiator 1, G足 AMRK (4231427), serial number L8032, buiH in 1937. Owned by the Shuttleworth Collection.

VINTAGE AIRPLANE

Here's the only example built of the Air Navigation and Engi足 neering Company Ltd. ANEC II. Registered as G-EBJO, it is serial number 1, built in 1924. Owned by the Shuttleworth Collection, the display pilot was Roger Bailey.

12 APRIL 2008

Above right: Amazingty, all four Chilton D.W.l and D.W.1A aircraft built are still in existence; G-AESZ is se足 rial number 1, built in 1937. A fascinating history of the company and its roots is available on the web at www. Chilton-Aircraft. co. uk and at www.PilotFriend.com. Search the site for Chilton D.W.l. Roy Nerou is the owner of the Chilton, which is powered by a 32-hp Carden-Ford water-cooled engine, an aero adaptation of the Ford 10 1172-cc motor car engine, equipped with dual magne足 tos. Three D.W.l aircraft were built and one D.W.1A, powered by a French 44-hp Train engine. Preserved at the Shuttleworth Collection, Old Warden Aerodrome. The single-seat 1937 Dart Kitten II is powered by a two足 cylinder 36-hp Aeronca-JAP engine. Another of the very light planes built prior to the outbreak of World War II, the G-AEXT is Kitten serial number 123, and it's owned by Mr. A. Hartfield. The Kitten II has a wingspan of 31 feet, 9 inches and an all-up weight of 832 pounds.

Pea Pod Pusher

Dave Powell's Anderson-Greenwood AG-14 BY BUDD DAVISSON

Quite often, one of the driving factors in choosing a sport aircraft is trying to find something just a little "different." Let's face it, it's fun to have people come up to you at the gas pump with the familiar "what is that?" look in their eyes. Dave Powell of Rogers, Arkansas, knows that look well, and even after he tells them his airplane is a 1953 Anderson-Greenwood AG-14, the questioning look doesn't disap pear: The AG-14 is one of those air planes that's about as far out on the 14 APRIL 2008

edges of aviation history as a flying machine gets, even though it's not that old. Dave, however, didn't restore the AG-14 because it was unique. He started the project because his father had worked for Anderson-Greenwood from the mid-1950s on, beginning shortly after the AG-14 era, and he liked the family connection. Plus, it was to be a father/son project. Dave says, "The first project was just finding an AG-14. Only five were built, but two were supposedly somewhere

in the Houston area, where the com pany was originally located. It took a little sleuthing, but we finally found them separately owned by two close friends who had plans to restore them together. But they weren't pretty. "I talked one of them into selling me serial number five-the last one produced-and then set about trying to find all of it," he says. "It was to tally disassembled and about 75 per cent complete and spread throughout bedrooms, his garage, and backyard.

Dave Powell

Powered by a 90-hp Continental driving a special Hartzell pusher propeller, the AG-14 is one of the most recognizable "waaszat?" air planes in the United States. Far more people have seen a photo of the airplane than have ever seen a real one. There are four remaining AG-14 airplanes. It was a real scavenger hunt and most of it had been sitting outside in Hous ton's corrosive atmosphere for the entire 30 years." Besides having been attacked by the elements for all of those years, the airplane had been abused long before it went derelict. "The airplane had been flown a surprising amount, over 900 hours, and that was probably because it had a hole hacked in the bottom for a camera, so someone had been using it for aerial photography. "All of the systems were missing and the instrument panel had been liter ally cut out and partially replaced with a fiberglass glareshield and new-style shock-mounted instrument panel. Hardly original! The interior was com pletely gone and the wing skins had been removed. Plus, just about every thing we looked at had at least surface corrosion and some parts were far worse

than that. The parts that worried me the most were the spar carry-through extrusion, which had intergranular corrosion, and the damaged "fuse lage" skins, all of which were stretched formed at the factory, so they were go ing to require some compound alumi num forming, which I know nothing about. At the time, I didn't realize how critical the propeller was, being a su per-rare Hartzell 'Hartzelite' pusher, or I would have worried about that too." When Dave got his rather bedrag gled- looking treasure home and seri ously evaluated what he had and what he was going to have to do, he realized the center-section spar could be a deal breaker. It was an extrusion that was made specifically for Anderson-Green wood and, with the AG-14 being a cer tified airplane, he couldn't just hog one out of billet on a CNC machine and calUt a day. The feds wouldn't let him. "What made this project possible

and saved me an enormous amount of work, not to mention even more money, was that two different com panies tried to revive the design in the '50s and '60s. I started tracking down the parts that had reportedly been built by those companies, which had been led by Ray Hubert in California . He had planned on putting the airplane back into production in the '60s and had actually made partial parts sets for 25 airplanes. His plans included re naming the airplane the Space Coupe. I tracked down his grandson, an A&P mechanic who had traveled through many states with the parts. When we finally talked, it turned out he had got ten tired of moving and storing the parts and had sold them. With his help I finally found the parts in Oregon, two owners later. When I talked to the owner he said he wouldn't sell me just the parts I needed. I had to buy the en tire batch, whil;h was a lot of stuff, or get none of it." Dave knew he was in an extremely weak bargaining position. He desper ately needed the parts and the seller knew it. He was almost afraid to ask the obvious question for fear the answer would be a staggering number. "I finally asked him how much and held my breath," he laughs. "He came back with $2,500, which I could hardly believe! Still, I kept my cool and offered $2,000, which he took. I wasted no time grabbing my 8-year-old son and jumping on an airliner. We rented the biggest truck we could find and then spent a 12-hour day loading it. At the VINTAGE AIRPLANE

11Ie view over the nose can be a bit disconcerting, since there's no nose out there to use when gauging the pitch angle. Aquick glance to the side will confinn the angle. Not until helicopters went into regular production was there such an unobstructed view from a post-World War II aircraft.

end, it was so packed that I was literally just jamming stuff inside the doors. I felt as if I had just won the lottery." This time when he arrived home with a treasure trove of airplane parts they didn't look as if they had been lying on the beach because they were all new old stock (NOS) and had been stored inside. Because of handling dam age accumulated over the years (they changed hands three times) they may not have been pristine, but they were close enough. "I had so much more stuff than I could use that it wasn't funny, but at least I had the critical parts that were going to be really hard to duplicate. I had two fuselage pods, one of them on its wheels, and about 40 spars, a bunch of booms, tons of castings, and some unmachined extrusions for the carry through. At the same time one of Dad's retired friends from Anderson-Green wood told me he had the original pen cil-drawn prints for the plane! So now I was set with both the parts and the prints and I was ready to move forward and get the airplane back into the air." He took his original fuselage down to get it soda blasted, then started re placing skins on the fuselage/pod. When he was finished, he had about With a special prop extension shaft, the ground-adjustable Hartzell's hub is seen in the shot of the Continental C-90 nes tled in the back of the fuselage pod. 16 APRIL 2008

a fifty-fifty mix of new and old skins and the pea-pod fuselage was look足 ing good. "When I started this, Dad was a great help for about the first haIf, but then he got sick with cancer and we lost him, I was on my own, now wanting to see it fly in his memory. It was obvious that although it was a little airplane, it was a big job. Everything led to something else and each time I drilled out some rivets, I found more corrosion. By the time we were finished we had taken the wings apart down to the spars and built them up almost from scratch with all new skins." The wings were a special problem in that they were skinned with .016 aluminum, which is one thickness up from tinfoil, and is one reason all the originals were in such poor condition. Plus the wing construction itself was unique (see sidebar) and required some creative restoration to do it right. The spars, for instance, aren't your normal smooth-web-riveted-to-capstrips, but have vertical corrugations for stiffeners. Fortunately, he didn't have to replace any of the webs, but he came close. "Oddly enough," Dave says, "con足 sidering what a unique little airplane it is and how few were built, one of the hardest things to come up with was the oil-temp gauge. I had the part num足 ber, but had a terrible time finding one. Then someone told me he thought Stinsons used something similar so I got on the Stinson forums and came up with one that was rebuildable. Part of the problem is that it has a 12-foot

Decades of outdoor storage in the Houston, Texas, area wreaked havoc on the original structure of the AG-14

A couple of shots of the structure of the AG-14 during its restoration. You can see the level of skin replacement needed on the fuselage pod.

"How bad to you want to restore this airplane?" Thanks in part to a family tie (his dad worked for Anderson-Greenwood), Dave Powell was very motivated to save one of the five airplanes built before the Korean War put a halt to produc足 tion. All-new skins were required on much of the airframe. VINTAGE AIRPLANE

The structural heart of the fu selage pod is this keel running from the nose to the engine mount. Bolted

on the outboard ends of the back of

the center section are the two booms,

which feature this novel structure.

capillary tube that runs from the panel and back to the engine, so the tube is always in danger of being damaged." Even the engine, which is a C-90 Continental, is unusual because the prop is pushing rather than pulling the airplane so the thrust bearing in the case is different and Continental made an engine just for the purpose, a C-90-12P. Fortunately, the changes are fairly minor. Included in the orig inal purchase were boxes and boxes of what looked like engine parts, but when Dave started cleaning them up he found more than half of them, in cluding the case halves, were badly cor roded. He was, however, able to piece 18

APRIL 2008

together one good engine. Even more fortunate was the prop's condition: It was rebuildable. If it hadn't been, he would have been in a world of hurt. "The prop is a phenolic-coated, Hart zell, ground-adjustable model set up for pushing. You might as well call it the 'mystery prop' because, when I called Hartzell about it, they said they'd never made such a thing. I told them I was looking right at one of their stickers on the blades and they still said they had no records of any kind on it. Finally, they found their absolutely oldest em ployee and asked him about it, and he remembered the prop clearly. I had no way of knowing how to inspect these

phenolic-coated blades for internal delamination and neither did any of the prop shops. He solved that for me. He said to take a quarter and tap, tap, tap your way down the blade listen ing for a change in the way it sounded. It sounds a little silly, but if you think about it, if there's a delamination there will be a void or discontinuity and it won't ring the same. (Editor's Note: The coin tap method for void/delamination detection is one of the oldest nondestructive test ing [NDT] methods in use. The use of the term "coin" is a bit of a misno mer. A quarter or even half dollar often doesn't have the mass needed for effec tive inspection. Many composite com ponent manufacturers specify that a disc-shaped tool or 'coin' is to be made out of brass round stock, with the edges slightly chamfered so the edge will not mar the finish of the material being tested. In a quiet environment free of

On Designing and Building a 19405 Pusher When Marvin Greenwood and Ben Anderson, along with their partner, Lomis Slaughter, left Boeing right after World War II, they headed straight back to Houston where they set up a company to design and build little airplanes. During the war they had all learned a lot, as engineers, and had some ideas they wanted to incorporate into their new design. Chief amongst those features were visibility, safety, and comfort. This is what led them to the pusher configuration. With no need to have an engine out in front, the fuselage could be any shape they wanted, so they lowered the instrument panel and mounted the nose gear on a keel assembly that projected only slightly out in front of the crews' feet. Then they positioned the wing in a shoulder position so the pilot could turn his head and see both over and under it. There wouldn 't be a production aircraft with that kind of visibility until helicopters became commonplace. By running most of the landing-gear loads through the keel and a load-bearing frame around the door, it allowed them to make a huge door. So anyone, regardless of height, could just back up to the seat and sit down. There was no climbing on board at all. Plus the door-to-door distance of 44 inches makes it a full 4-1/2 inches wider than a modern C-172. Then, with the engine behind, although the noise was still there, the firewall went from floor to ceiling with no windshield to interrupt it, so upholstery and carpeting could do an effective job of keeping the decibels at bay. Everything is not, however, all sunshine and roses with a pusher configuration, especially on a bird this size. CG limitations and the desire to keep the size and weight of the airplane to a minimum meant that the firewall is right up against the main spar and the engine is sitting almost mickhord in the wing. This necessitated some clever structural engineering that saw the center section and the wing become "monospar" units, meaning most of the wing loads are carried by the further-back-than-normal main spar and a [).shaped torque box ahead of it that doubles as the leading edge of the wing. This meant the rear spar, to which the ailerons and flaps are attached, could be quite light, which simplified carrying the loads through the engine compartment. Cooling a pusher engine is another challenge, which Anderson-Greenwood met by incorporat ing jet-like scoops under the wing roots that feed into an updraft cooling system. The air outlets are purposely close to the propeller so that, on the ground, the prop is helping pull air through the cowling. Dave says that at no time does the engine run even slightly hot. To make the airplane perform on minimum power meant not only keeping it light, but making the wing as efficient as possible. Both of these goals were accomplished by using an ultra-high aspect-ratio wing. At 9.6-to-l, the AG-14 has one of the highest aspect ratios put on any general aviation wing and its 18 percent thick, 44 series airfoil (NACA 4418) let AG make the structure stiff while using very light gauge material. It also generated lots of low-speed lift, but at the ex pense of some drag. After producing only five aircraft, production stopped when the Korean War drove raw material prices up. Four of the original five AG-14s are still in existence. Serial number one was destroyed when it caught a power line on takeoff in the 1960s. The AG-14 is more than just a cute-as-a-puffin face: It's a well-thought-out, sophisticated little traveling machine.

distractions, as you tap along the com ponent, you allow the coin to bounce off the surface, letting it slide free of your fingers for a moment. You're lis tening for a difference or change in the sound as you tap along the item. With practice and experience, an inspector can pick out voids near the surface. More recent NDT inspection meth ods such as radiography will often give more consistent, reliable results, albeit for greater expense. While the coin tap test is rather subjective, excellent re sults can be obtained using this time tested procedure.-HGF) "With all our searching, besides our prop, we've only found one other and Mr. Anderson himself has that one. I've been talking to him, and his family, but I'm not convinced I'll ever own it." "When we got the airplane close to being finished, we mulled over the paint scheme for a couple of years. I settled on a scheme that I felt would complement its lines and not look too 'flashy ' or new, sort of timeless. It was designed by Craig Barnett at Scheme DeSigners. " The big day finally arrived, and it says something about his wife, Julie, that he flew it for the first time on her birthday, May 9,2007 . And how does it fly? "It flies like any other 90-hp airplane that has its nose wheel hooked directly to the yoke, has only one brake ped al-no differential braking-and only one small rudder in one fin . It's a little disconcerting at first because you liter ally steer it on the ground. Just like a car. It has rudder pedals, but they don't steer it. Because the yoke does steer it, that means when you're landing you have to remember to center the wheel at the last moment or the nose wheel will be cocked and will take you off toward the bushes. This is especially counterintuitive when landing in a crosswind. And don't forget that small, single rudder! "The main gear has a huge amount of travel, almost a foot, and it has good shock absorbers, so, if you flare high and drop it, it doesn't fe el like that hard a hit. And the first time every one flies it, almost everyone does hold VINTAGE AIRPLANE

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May 9-11

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May 17-18

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June 20-22

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APRIL 2008

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it off high because they aren't used to not having a nose in front of them. In fact, that's the first thing everyone comments on when they get in the air plane. The instrument panel is really low and there's nothing but windshield in front of you, so you don't have any of the normal references. "Of course, if you ask someone to start it without explaining anything to them, they'll never get it started: The starter is a small pedal on the floor be tween your feet. "It climbs at about 700 feet per min ute and cruises about 115-120 miles per hour. The controls are not perfectly balanced, the ailerons are heavy, while the elevator is light. Did I mention that at full roll deflection one aileron is up 40 degrees and the other aileron is also pointed up, but at 10 degrees? This is because of some of the steering linking geometry. Plus the trim is an overhead crank, which a lot of 1950s airplanes had. Service ceiling is 16,500 feet and I have flown it several times above 11,000 with no issues. Gross weight is 1,400 pounds. "Power off on final at 65 to 70 mph, it sinks quickly, about like a Piper Arrow and it has almost no float in that situ ation. The flaps aren't terribly effective (two-position Johnson bar), but they do get the nose even further down, so you're looking through that big wind shield at the ground rushing up at you and it can really be unnerving. Espe cially in a high wind. So, to keep from embarrassing myself, I generally add a little power right at the end. "In general, I'd have to say that I grossly underestimated every aspect of restoring the airplane. Even though it looks like a light airplane, it is re ally fairly sophisticated and it took a lot more time to do some of the things that Anderson-Greenwood had de signed into it. They wanted to build an airplane that is unspinnable and ef fiCient, but state of the art for its time, and I'd say they did it. My only regret about the entire project is that my dad didn't get a chance to see it fly." I also want to thank Cleo Bickford for the aircraft prints and "DJ" Short (Short Air) for much of the final resto ...... ration work.

ait

BY GILLES AUILARD

y landings are faith-based. If I cannot see the runway, then I know everything is okay," mentions Bruce McElhoe, pi lot and owner of the Curtiss-Wright Travel Air 4-D N689K (c/n 1270), the only original flying example of a kind of biplane produced in small numbers at the advent of the Depression. He explains: "I started flying in high school and generally stayed with Cubs, Champs and the like, airplanes I could afford. How ever, I always wanted to own an antique airplane and I started this one as a retirement project. So when the time came, I went on a search for a suitable antique. Mostly be cause I wanted an airplane with a Wright J-6 engine, Frank Rezich and Bob Lock helped me find this Travel Air." Applying the construction methods that Walter Beech, Lloyd Stearman, and Clyde Cessna, the founders of the Travel Air Manufacturing Co., in Wichita, Kansas, advo cated, all Travel Airs had a welded steel-tube fuselage and tail assembly and wood-frame wings, all fabric covered. When the design first appeared in 1925, it had aerodynamically balanced ailerons with the balance area beyond the wing tips. In this form, the plane resembled the general propor tions and outline of the famous Fokker D.VII World War I German fighter. As such, the Travel Air found a niche market in Hollywood, playing the part of the "bad guy's airplane,"

starting with Howard Hughes' 1929 war epic Hell's Angels and continuing well past World War II, acquiring along the way the nickname of "Wichita Fokker." In 1929, the Travel Air Manufacturing Co. became part of the great Curtiss-Wright conglomerate. Vanishing as a separate entity the following year, it left a legacy of rug ged and adaptable machines, able to take on the dirtiest job. As such, the Travel Air became the mainstay of the crop-dusting industry. Of the 1,200 or so Travel Airs built between 1925 and 1930, a surprisingly high number-about ISO-are still on the U.S. register, and a handful more are distributed around

VINTAGE AIRPLANE

With a brown crinkle finish, the instrument panel features period instruments like the bubble-face compass. Bruce McElhoe and a couple of young fans during one of the American Barnstormers Tour stops. With his ever-present unlit stogie, Frank Rezich does a great job as tour barker and "ground guy" for Waldo Wright's Flying Service. Frank was instrumental in helping Bruce find the 4-D.

the world. Particularly worthy of note is the Travel Air 2000 HS-IAM Miss Siam operated by the Tango Historical Squad ron of the Royal Thai Air Force. The Travel Air 4-D is a three-place open-cockpit biplane equipped with the so-called liB-Wing," a vast improvement over the original "elephant ears" wing, of which 19 were manufactured in 1929/1930. The type certificate (ATC No. 254) was issued on October 12, 1929, for both the land plane and seaplane version. Serial number 1270 rolled out of Wichita's East Central factory of the Travel Air Division of the Curtiss Wright Co. in September 1929, and was delivered shortly thereafter to Marshall Seagrave of the Seagrave Company, manufacturer of fire pumps and fire engines in Oakland, California. 22 APRIL 2008

On january 24, 1934, Sol Sweet, owner/operator of Sweet Flying Service at Visalia Municipal Airport, acquired the Travel Air from Larson Aircraft Sales, a dealer in Oakland, California, for $1,500 and the trade of his rather tired Waco 10. Starting immediately, the Travel Air became the official mode of transportation of Col. john R. White, superintendent of Sequoia National Park. In january 1937, after three years and 750 hours of national parks hop ping, Sol sold it to Earl Hopkins, owner of the West Coast Kalsomine Co., a paint company in Berkeley, California. In November 1940, the left wing and the landing gear were damaged in a ground loop. In 1941, in accordance with wartime regulations, Hopkins disassembled the air frame. FAA records show that he later sold the airplane to Red jensen, a well-known crop duster in Sacramento, Cali fornia. Luckily, instead of converting the 4-D, jensen used it as a stock of parts for his fleet of Travel Airs until he retired from the business and closed jensen Crop Dusters Inc. In April 1980, jerry Porchin and Walt Kuhn bought the wreck from jensen, intending on restoring it to flying condition. However, 20 years later, the project had not gone anywhere, actually degrading over time. Following a lead from Frank Rezich, Bruce McElhoe of fered to buy the airplane in july 2000. He describes what he got at the time: "When I started the project, pieces had been lost and pi rated by crop dusters, but I had the big important pieces,

starting with a good, straight fuselage. The wings were in very poor shape, but I was able to salvage 60 to 70 percent of their wood. The empennage on that model is metal, and the good news was that it was in serviceable shape. "I had an engine that could be rebuilt and a Hamilton Standard propeller. These are extremely difficult items to find, and I was lucky it came with the project. I did most of the work myself, with a lot of coaching from Bob Lock." Bruce acknowledges he reached his limits on this enterprise: liThe top half of the fuselage is metal, and I started work ing on it. I threw away all the work I did and sought help from Mark Lightsey in Hemet, California, who is much better than me at the English wheel. For over a year, I would drive to Hemet on Monday morning, spend the whole week with Mark and come back home on Friday night. Mark painted the airplane in traditional Travel Air colors and we finally as sembled and rigged it." In 2005, after five years of restoration, the flying phase was approaching. Bruce wanted to be ready: "I learned to fly on tailwheels, but I was very rusty. I got a refresher course on big tailwheel airplanes, and Mark helped me starting. We did the first flight together (on May 6, 2005), and then he turned me loose. liThe plane handles beautifully. It is much better-behaved on the ground than a Stearman. That particular model has outrigger gear with air-shock struts, so it handles like a baby carriage. It is very reluctant to bounce. It will lift off at about 55 mph and climb at 70/75. Cruise is about 100 mph and the landing speed is about 50 mph. I can fly the airplane hands off, feet on the floor, and it will fly in a straight line, even though it will wallowa bit. liThe hardest thing for me to get used to was the view from the cockpit. I have to admit, I still am not used to it. It takes very definite S-turns upon taxiing and, for that rea son, I very much prefer a wide taxiway so I can make high amplitude S-turns. "In cruise, I cannot see straight ahead, and on landing I can hardly see anywhere. I tend to make my turn to final very close to the end of the runway, so I can see my landing point and touch down not too much later after than when the run way disappears. The Travel Air loves grass runways because grass is more forgiving to any side drift. liThe airplane was originally delivered with a Wright J-6, which has a pressure oil system, 225 hp, seven cylinders, and a rather long exhaust. It makes a nice, quiet, rumbly sound that I like. liThe airplane has won quite a few awards. The two I am most pleased with are Grand Champion at the 2006 An tique Airplane Association National Fly-lnNational AAA/APM Fly-In and Best Antique at the National Aviation Heritage Tro phy at Reno in 2007. Now, after five years of toil, I am in the flying phase and enjoying every minute of it. I have already put 400 hours on the airplane in the year and a half it has been completed. I am now looking for a Taylorcraft to be my LSA when I will reach ....... an age when that would become necessary."

Travel Air 4-D Specifications (As powered by a 220-hp Wright J-5 radial engine.) Wingspan: 33 feet 0 inches Length: 23 feet 4 inches Total wing area: 289 square feet Airfoil: Travel Air No.1 Empty weight: 1,837 pounds Useful load: 1,034 pounds Payload with 67 gallons gas: 428 pounds Gross weight: 2,880 pounds Max speed: 130 mph Cruising speed: 110 mph Landing speed: 52 mph Rate of climb: 980 fpm at sea level Ceiling: 14,000 feet Gas capacity: 67 gallons Oil capacity: 6 gallons Range at cruise

14 gph: 520 miles

Price FOB at the factory: $7,960 ($8,640 after May 1930)

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VINTAGE AIRPLANE

American Barnstormers

Tour 2008

A step back in time BY SARAH "PANCHO" WILSON

The 2008 American Barnstormers Tour showcases as many as 20 meticulously restored vintage aircraft from the 1920s and 1930s in an exceptional collection of airplanes and aviators. This nostalgic salute to the daring young men and women who ventured across America during the 1920s seeking fame and fortune in their biplanes, dubbed "barnstormers, will journey through America's heartland on a nine-city tour from June 15 through June 30, 2008. Admission is free, and these rare air craft can be seen at the following cities: II

June

:";'-.10

IOwa City, Iowa (lOW)

June 17-18 Ames, Iowa (AMW) June 19-20 Council Bluff, Iowa (CBF) June 21-22 Hastings, Nebraska (HSI) June 23-24 Great Bend, Kansas (GBD) June 25-26 Wichita, Kansas (AAO) June 27 Emporia, Kansas (EMP), morning only for refueling June 27-28 Lee's Summit, Missouri (LXT) June 29-30 Jefferson City, Missouri (JEF)

"These aren't airplanes, they're time machines," said tour organizer Clay Adams.

Each afternoon the aircraft will take to the skies for the Barnstorm ers Parade of Flight, with the legend ary "Mr. Travel Air," Frank Rezich, as master of ceremonies. Frank will en tertain the crowd with his unique an nouncing style, while attendees hear tall tales of barnstorming and learn the history of each biplane as the pi lots perform overhead. Spectators can even experience the thrill of open-cockpit flight and

go barnstorming in a beautifully re

stored Travel Air or New Standard

vintage biplane. Weather permitting,

biplane rides will be available daily.

All barnstormers will participate in

re-creating the era with period cos

tumes, aircraft signage, historical in

formation, and vintage props.

One of the most recognizable parasol mono planes ever built, the Fairchild 22 C7D is some what rare, especially the version powered by the four-cylinder Menasco Pirate. This one is owned Steve Roth of Virginia.

APRIL 2008

"These aren't airplanes, they' re time machines," said tour organizer Clay Adams. "Our tour gives people from all over the country the chance to travel back in time and experience the same sights, sounds, and excite ment they would have felt some 80 years ago as they looked out across the fields and saw the barnstormers on the horizon."

The American Barnstormers Tour was born under the wing of an an tique Travel Air biplane as a gro up of friends and vintage airplane afi cionados began to talk of resurrect ing the barnstorming tours of the 1920s, where many local citizens saw their first airplane up close and per haps spent a few dollars for their first flight. Tour organizers saw an oppor-

Above: First buiH in Engtewood, Colo rado, and then in Colorado Springs, the Alexander A-2 Eagterock biplane was produced by the Alexander brothers, a pair of enthusiastic businessmen who wanted to issue each one of their film advertising salesmen an airplane to cover their telTitory. No matter what the reason, the Eagterock has long been ad mired for its looks and performance.

VINTAGE AIRPLANE

Above: The subject of one of our fea ture articles in this issue, Bruce McEI hoe's Travel Air is one of two Travel Air biplanes on the tour this year.

Left: Airline pilot Clay Adams, the spark plug of the American Barnstorm ers Tour, flies his Travel Air 4000 all over the Midwestern United States. A gathering of pilots who had enjoyed the 2003 National Air Tour enthusiastically embraced the idea of a barnstormer's tour, and with Clay's leadership, the idea was off and running.

Below left: From the far side of the Rockies, this is Alan and Connie Bu chner's Waco QDC, the cabin-class biplane of the 2008 American Barn stormers Tour.

tunity to give visitors from all back grounds a unique vantage point to connect the past with the present. The tour aircraft will be on display from approximately 11 a.m. to 6 p.m. (weather permitting). Biplane rides are available for $50 per passenger. For more information, visit the American Barnstormers Tour website at www. AmericanBamstormersTour.com. 26

APRIL 2008

Above: Another symbol of the bamstonning era, here are a pair of Waco ASO biplanes owned and flown by Rick Hornbeck (rear) and Dave and Jeanne Allen.

Above right: The ramp display at a tour stop. Right: Participants line up for a ride of a lifetime.

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TYPE CLUB NOTES High Oil Temps and Oil-Temp Gauges BY GEORGE HORN Parts/Maintenance Advisor, TIC170A

Dear George: My 170 is a 1948 model with a C-145 engine. The oil-temp gauge is original and I have not checked it for accuracy yet. I take off and climb to 2,000 feet and within 15 minutes the oil temp is touching the red line of 225 degrees. The instrument doesn't give exact temp readings. It has only a green arc all the way across its face and then a red line. The engine cooling baffling is of the original type and is in good con dition. I have checked the mag timing and it is set on factory specs accord ing to the engine manual. The cowling lower half is new with lip at bottom . Last flight was in temp of 55 degrees OAT. Can oil cooler be put on this engine? Thanks for any help you can give me. Russ

Hello, Russ! The C-145 and 0-300 are essen tially the same engine, with only a name change, so they are both considered 0-300 for the purpose of this discussion. The original intent of Continen tal (TCM) was to avoid all external oil lines for their engines in order to avoid the troublesome engine failures, which Lycoming experienced due to breakage of external oil lines. Besides the rocker-box return oil lines, Lycom ing also experienced failures of oil cooler oil lines. Needless to say, this can lead to complete starvation of lu 28 APRIL 2008

brication and cooling, which in turn can mean engine failure. The C-145/ 0-300 engine was designed to operate satisfactorily in OATsup to 130 de grees Fahrenheit without an oil cooler. There is no reason a healthy engine should suddenly experience high en gine oil temps unless a failure of some sort has occurred. There can only be one reason for high oil-temp indica tions if there has been no engine fault developed. That one reason is an in correct oil-temp indication system (bad oil-temp gauge) . The C-145/0-300 engines typically indicate higher oil temps than engines of other manufacturers as a result of design. (That statement does not mean Continentals actually operate with higher oil temps. It only means they indicate higher oil temps.) Do not use previous experiences with other en gines to decide that your C-145/0-300 is reading excessively high. The rea son is that Lycoming and others typi cally measure their oil temps at the coolest part of the oil system ...near the exit of their oil coolers. (Coolers are sometimes required in those other en gines because of poor oil-scavenging designs.) The C-145/0-300 engines measure the oil temp at the inlet to the oil screen, one of the warmest loca tions to measure oil temp. Special Note: The introduction of better engine oils following World War II resulted in changes to the 0-300's specified oil-temperature redline. This change is noted in the engine Type

Certificate Data Sheet and is the cur rent maximum oil temperature speci fication for this engine. SINCE YOU STATE THAT YOU HAVE THE OLD-STYLE OIL-TEMP GAUGE you shou ld know that the redline of that gauge is 225 degrees. That red line has been superseded. The new red line for your engine when us ing SAE 50 straight-weight oil (such as Aeroshell lOOW) has changed and is now specified at 240 degrees! There fore, when using 50 straight-weight aviation oils, the redline on your old style gauge is no longer va lid at 225 degrees. You may operate the engine with oil temps up to 240 F. How do you determine where that is on your gauge? You must either have your gauge recalibrated and re-marked by a certified instrument shop or you must replace the gauge with a gauge already marked with an indication of 240 degrees ...or you may simply plac ard your gauge with the new redline (and do what many others do-esti mate the location of 240 degrees on the gauge!). If you realize the entire scale of your current gauge is from the bottom of the green arc (100 de grees) to the now incorrect redline (225 degrees) you can fairly estimate the position of the 240-degree point and so mark the glass on the gauge. I know what I'd do if I had an old gauge (grin). Now, if you indicate more than about 210 degrees on a cool day such as you previously stated, and to con

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tinue with the assumption you truly have high oil temperature .... The oil-temp gauge is made up of a capillary tube filled with alcohol or gas with a bulb-end submerged in en gine oil at the oil screen and its op posite end acting against a diaphragm within the gauge. That diaphragm ex pands with pressure from the heated alcohol and bears against the indicat ing needle to move it to the indicated/ associated temperature indication. The most common failure mode of the gauge is a break in the capillary tube or leak in the diaphragm result ing in loss of the contained alcohol/ gas and resulting in the failure of the gauge in a lower-than-correct (or no) indication. Your gauge does not pres ent this problem. The second most common failure mode of the gauge is a loss of accuracy due to a diaphragm/ tube mechanism that has been weak ened from excessive and/or repeated expansion. This will cause the gauge to read excessively high even though oil temps are normal. This is a possi bility considering your complaint. (Another less common failure of the gauge is a mechanical failure wherein the needle finds interference within the gauge, does not move smoothly without interference, or does not re turn to the lowest possible indication when the engine has returned to am bient, such as after an overnight rest. Remember that the bottom of the green arc in your gauge is 100 degrees. A cold engine should indicate less than that.) Many gauges' lowest in dication is 100 degrees. If your gauge never returns to that 100 mark, you have a failed gauge. There are two methods to check oil temp gauge accuracy without sending the gauge out to an instrument shop. Method 1: Drain the engine oil. Re move the oil-temp probe from the oil screen and carefully extract it through the firewall along with the removed gauge. (They cannot be separated as they are manufactured as a single unit.) Be careful not to kink or break the capillary line or bend it unneces sarily. Bring a pan of water to a boil and submerge the bulb-end in the boiling water without allowing it to 30 APRIL 2008

touch the pan. The gauge should very quickly indicate 210 degrees (212 to be exact) at/near sea level. (Alterna tively, if you are a midget contortion ist, you might be able to remove the bulb and dip it in boiling water at the engine compartment, but be careful how you heat and handle water close to the airplane and nearby fuel.) Special Note: When reinstalling the probe do not overtighten the nut hold ing it within the oil screen casing. The soft copper skirt on the bulb will be crushed/cut and will fail if excessively tightened, and complete loss of oil in flight is a possible result. When rein stalling the probe, tighten the nut just snug, and then only 1/2 flat on the nut further (about 1/16th of a turn). No more. Method 2: Purchase a 14-inch or longer barbecue or meat-type ther mometer from an outdoor barbecue or restaurant equipment supplier. Us ing the boiling water method, deter mine the thermometer is accurate at 210 degrees Fahrenheit. Fly the air craft to bring the oil temp up to the normally observed temperature. Land the airplane without significantly de scending or cooling the oil and shut down as soon as possible. Remove the oil dipstick and plunge the BBQ ther mometer into the dipstick position. Allow it to register the oil temp and then compare that thermometer in dication with the current cockpit oil temp gauge indication. This second method has greater possible error but should be an acceptable method to de termine if your cockpit gauge is suffi ciently accurate to be serviceable. The BBQ thermometer should read only slightly lower than the cockpit gauge. (The cockpit gauge is measuring a cap tive and smaller quantity of oil rather than the crankcase oil, but both loca tions should be within a few degrees of each other.) Having determined that your gauge is reasonably accurate, you may pro ceed to diagnose any causes of high oil temperatures. Do not simply as sume your gauge is accurate! Inaccu rate gauges are the most likely reason for high indications. The C-14S/0-300 engines have

higher rates of oil flow to the valve rocker box area than other engine de signs. This results in higher oil-flow return rates through the pushrod housing tubes. Those pushrod tubes act as a pathway for oil to drain back to the crankcase from the rocker boxes and cylinder heads, and also act as oil coolers. Cylinder baffles exist at the lower cylinder surface and between the cylinders to properly direct cool ing air around the cylinders and to re direct that air once heated away from the pushrod tubes. The exhaust sys tem flanges at the cylinder are nor mally sealed with a high-temp gasket, but that gasket can develop a leak and the flange can "thin" out and warp due to time of operation, which will also cause a leak of hot exhaust gases. Additionally, there is a "joint" clamp that exists between the short exhaust "riser" (the IPC calls them "exhaust tubes") which bolts to the cylinder, and where that riser connects to the muffler. Those clamps can develop exhaust gas leaks. When that gasket/ flange seal fails or that clamp leaks, it directs hot exhaust gases onto the pushrod tubes containing engine oil on its way back to the crankcase. This will improperly add heat to the oil that is draining to the sump, resulting in high oil temperatures. (Be aware that leaks at the flange, if left uncor rected for long, will erode the face of the cylinder exhaust port to the point that new gaskets cannot correct the problem. The only fix in that case is cylinder repair/replacement. Do not neglect leaks at this flange area. In fact, due to the danger from hot ero sive gases, do not tolerate or neglect exhaust leaks at all, anywhere.) Inspect your pushrod tubes to see if light-colored exhaust stains exist on them, indicating hot exhaust gas leaks on them. If found, those leaks must be corrected with new gaskets, new cyl inder risers with straight/flat flanges, and in the case of the clamps, sealed with high-temperature exhaust-seal ing tape found at automotive stores. This method is used by famed engine mod-center R.A.M. in Waco, Texas. Victor brand works well. It is found in Wal-Mart automotive sections and at

auto parts stores. It is a 1-1/4-inch-wide red-colored fiberglass tape. Wrap that tape tightly, twice around the cleaned joint, and reinstall the clamps using new stainless bolts and high-temp nuts (AN363C-I032 nuts, AN960CI0 wash ers and AN3C-4A bolts). Aircraft Spruce can supply the hardware (877-477 7823). Use new exhaust nuts (Spruce PN 22022) when removing/installing the exhaust risers. New risers are avail able from Knisely Welding Inc., Loomis, California (800-522-6990 or 916-652 5891), and from Aerospace Welding Minneapolis Inc., (800-597-4315). (Tell Charlie Feld of the 170 Associa tion sent you.) The risers are part num bers 0550157-7 for the short straight ones (four required each engine) and 0550157-8 for the longer curved ones (two required each engine). The best gaskets are the spiral wound ones from Spruce (PN RA-627429). Knisely may also carry them. If your exhaust system is not the problem then you should consider other less common causes of high oil temps. High-time, worn piston rings are sometimes blamed for combustion blow-by gases entering the crankcase and heating the oil. I do not person ally subscribe to that theory, but if you ask your mechanic to perform a com pression check and you find low cylin der pressures (below 45/80 differential) then that should be repaired regardless of my opinion (grin). To answer your oil cooler question: Yes, there was an oil cooler installed on this engine for a C-I72 seaplane ver sion. It was done under the authority of a Cessna kit. The seaplanes have an unusual cooling problem due to high power settings coupled with low for ward airspeeds that contribute to borderline high oil temps in tropical climates. This rather small oil cooler re quires a special adapter and usually an accessory case change on the engine. The parts are difficult to locate because they were so rare even when in produc tion. I can only suggest you contact a Cessna distributor such as Yingling if you wish to pursue such a modification, but be forewarned: 1) You do not need it on a healthy engine in a land plane, 2) it is not approved on the land plane

and will require a "field approval," and 3) the FAA is virtually no longer willing to grant field approvals without expen sive engineering support. Such a mod will probably cost far more than repair ing whatever problem you might have with your engine/airframe. I hope this helps guide you in this problem or non-problem (grin). Another Special Note: Rochester was the original manufacturer for the early gauges. Later B-models (and most al tered airplanes) use 2-1/4-inch-round Scott Aviation gauges for oil tempera ture. These gauges themselves are still made for Scott by outside vendors. (Scott used Rochester for a while but reportedly has switched vendors.) Its recent change in supplier has created a problem and a potential oil leak. The capillary bulb (the part that sticks into the oil screen) has an inte gral hex-collar/nut that is not remov able and upon installation is threaded into an adapter, which in turn is threaded into the oil screen/filter. The adapter provides a sealing surface for an integral flange on the bulb. On our C-145/0-300 engines it is a 5/8-18 thread on the adapter, and is also a 5/8-18 thread on the integral nut. The adapter's sale purpose is to provide a sealing surface for the integral nut to hold the integral bulb flange against. (There is no sealing surface within the oil screen assembly.) The problem is that the change in vendor/supplier resulted in an un intended change in the shape of the bulb flange. The early/original flange was flat; the later flange was slightly conical at the outer edge. The use of a replacement oil-temp gauge with the later conical flange-in conjunction with the early adapter de signed for the flat flange-will result in a potentially serious oil leak. This went undetected by Scott for some time and many owners had a difficult time iden tifying the source of the leak. Currently issued gauges from Scott should have included a replacement adapter that will match the capillary bulb flange. In any case, when installing a re placement oil-temp gauge, especially a Scott Aviation gauge, be certain to

closely examine the bulb flange's outer surface edges and the adapter's inner surface to ascertain whether the two are compatible. A flat flange will not seal against an adapter with an inner conical sealing surface, and a conical flange will not seal against an adapter with a flat inner sealing surface. Also be aware that some adapters got by quality control (?) that had ir regular inner conical sealing surfaces. Inspect the adapter supplied with your gauge for a clean, smooth inner seal ing surface where the copper bulb flange will reside. Do not use any adapter with a rough or uneven inner sealing surface. Finally, I'd like to address another misconception regarding these C-145 /0-300 oil systems. It is commonly heard that the cooling blast tubes are aimed at the oil screen area in order to "fool" the indication system into be lieving the oil is cooler than it actually is. This is a disreputable half-truth. The cooling blast tubes are intended to relieve an indication error due to direct contact by the capillary bulb with hot engine surfaces. When one checks the accuracy of the mechani cal gauge with boiling water it is im portant that the bulb rest only in the water and NOT contact the metal pan that the water is being heated within. If the capillary bulb contacts the pan then the bulb will be incorrectly deliv ered additional heat that is not truly representative of the water (The pan is hotter than the boiling water and we don't want to measure the temp of the pan, we want to measure only the water.). The engine case/sump is a pathway for heat from the engine and measur ing the temp of the case/sump is not an accurate reflection of the temp of the oil. Therefore the oil blast tubes are intended to rid the oil screen as sembly of heat conducted to it by the engine case so that the capillary bulb reading will not be adversely affected in a manner similar to allowing the bulb to contact a heated pan during an accuracy test. So keep your blast tubes prop erly maintained and aligned. 'Appy ....... Aviatin'. VINTAGE AIRPLANE

BY DOUG STEWART

Fly-In Perils A heightened sense of awareness is imperative With the wind blowing at a steady 15 knots and the gusts reaching into the high 30s and low 40s, it certainly made the temperature, which was struggling to get out of the single numbers, feel as if I was in the Arctic. Combining that with the whiteout conditions that occurred not only as the snow squalls blew through, but also with each new gust, it definitely was not a day that inspired me to go flying. In fact, the way the wind was blowing it was difficult not to go fly ing just walking from the car to my office at the airport. Although it is true that I prefer cooler climes to hotter ones, I couldn't help but think about spring and the onset of warmer weather and, con current with that, the beginning of the fly-in season, which for me typi cally starts with Sun In Fun. With the frigid conditions outside I figured this to be an ideal time to download the Sun In Fun Fly-in NOTAM. As I waited for the download to finish, my thoughts drifted forward a couple of months. Ahhh . .. sun shine ... warm temperatures . .. many pilots all headed to a power plant on the northeast corner of a small lake in the western part of Florida, there to form up in a single line, at 1,200 feet MSL, and fly IFR (I Follow Roads) to a golf course where they all turn left and fly between two water towers, one resembling an or ange, the other a wedding cake, to ward a blue-roofed building. Then they turn either left or right, depend ing on the runway in use, to enter a 32

APRIL 2008

close-in downwind leg for landing. As all these pilots fly in single file, some are having difficulty maintain ing the proper separation. Some pi lots are having trouble flying at the recommended 100-knot airspeed. Some of us in antique and vintage Cubs and Champs have our throttles firewalled, worried that others in their latest and greatest, sleek new high-powered offerings from Min nesota, Oregon (soon to be Kansas), and Texas will run us down from be hind unless they have their throttles pulled almost all the way back and are hanging out as much drag in the breeze as they can. Whoa ... wait a minute, Stew art. You're supposed to be thinking soothing, warm thoughts. Somehow they have taken on a somewhat chill ing atmosphere albeit not as cold as it is outside your office. But it is true. Flying in to a gathering of pilots is a higher-risk endeavor. Whether it's a big one, like Sun In Fun, or EAA Air Venture Oshkosh, or just a local EAA chapter fly-in breakfast, the risk of many pilots converging at one place at the same time is not without its hazards. And it means that every single pilot flying into or out of any fly-in has the utmost responsibility to keep his or her eyes outside of the cockpit and follow all the recom mended procedures for arriving and departing the fly-in. It is February as I write this col umn, but when you receive this is sue of Vintage Airplane it will be April and you might be getting set l

to depart for Sun In Fun, recently ar rived there, or looking back fondly on the recently concluded gathering of pilots in Lakeland, Florida. Per haps you were unable to or chose not to attend this year's celebration of flight that for me begins the fly-in season in earnest. But you are prob ably looking ahead to one or more of your favorite fly-ins that you are planning to attend. Regardless of your perspective, let us all be highly aware ... fly-ins can be very dangerous. A lot of aircraft converging or departing (and some times both) in the same place in a short period of time creates hazards that are not normally present in our typical flight profile. These aircraft are often of quite divergent and dis similar performance envelopes. There can be many things to distract a pilot, both in the air and on the ground. If at a towerecijai:rport; radio silence might be recofum"ended 'by NOTAM (as it is at Sun In Fun and AirVenture) and the tower controllers might be instructing you to fly the traffic pat tern in ways that you are not used to. Be prepared for these things, for if you are not, it could be lethal. As an example, at last year's Sun In Fun there was a double fatality at the beginning of the week when an airplane stalled and entered a spin, crashing just a half-mile from the threshold of the runway. In that in stance the tower had advised the pi lot lito turn base, and not overshoot the runway." We will never know what distracted the pilot, but the

flight ended in a classic base-to-final stall/spin. The previous year at Osh kosh, a similar accident reduced the pilot population by two when an other airplane crashed, again just a little over half a mile from the "Green Dot" that he had been instructed to land "past." Two controllers in the tower witnessed the airplane stall on final. Again, I can't help but wonder what distracted the pilot to the point that they forgot about flying final ap proach lion spot ... on speed." I will always remember my first arrival at OSH and how distracted I was by all the incredible warbirds parked to my right as I flew a short final for runway 18. Luckily I had enough sense to forget about them and pay attention to my landing. But after witnessing some of the most aw ful landings I have ever seen, both at OSH and at SNF, I am convinced that the distractions of everything that is going on ... airplanes flying in closer proximity to each other than perhaps a pilot has ever experienced ... so much happening on the ground to entice a pilot's eye away from the only thing they should be looking at as they land (their aim point on the runway) . .. and instructions from tower controllers that they might find difficult to obey ... these dis tractions, and more, are what lead to what should be best classified as ar rivals rather than landings. Our responsibilities as pilots don't end once we are on the ground . At some of the smaller fly-ins there might not be more than one (or any) person available to assist in ground movements, thus the responsibility lies solely with the pilot. These re sponsibilities include exiting the run way as quickly as can be done safely. Remember, there might very well be another pilot on short final just as you touch down . The following NTSB excerpt describes an accident at OSH in 2003: "Two airplanes were substantially damaged during a colli sion while both aircraft were landing at the annual Experimental Aircraft Association AirVenture fly-in at Osh kosh, Wisconsin. Reduced separation standards and special arrival proce

dures were in effect at the time of the accident. The accident aircraft were sequenced for landing and both were cleared to land at the same location on the same runway. The trailing air plane landed and struck the leading airplane as the leading airplane was exiting the runway.

A lot of

aircraft converging

or departing

(and sometimes both)

in the same place

in a short

period of time

creates hazards that

are not normally

present in our

typical flight profile.

Clearing the runway, we are still far from relieved of our responsibilities. I still shudder when I think of the hor rendous accident that occurred near the end of AirVenture two years ago when a TBM Avenger taxied into an RV-6 , killing the passenger in the RV-6. Yes, there were many pilots all trying to take advantage of a break in the weather to expedite their de partures, but that's not an excuse to relax one's vigilance. I apologize for being so grim, but we need to be aware that as much as we might get excited by the pros pect of flying to a fly-in, we have to treat that flight with the greatest of respect. Here are some things you can do to make our experience safer: Be sure you are not too fatigued upon your arrival at the fly-in. It is difficult to maintain the awareness required if you show up at a place like Lake Parker, with airplanes buzz ing all over the place like bees at the

entrance to a hive, if you have just flown eight hours getting there; Be sure you have had a healthy snack and are hydrated about 20 minutes prior to your ETA; Remember that the most impor tant place for you to look is outside the cockpit. Your eyes are the most important piece of equipment that you have or need; If a NOTAM has been published for the fly-in, be sure you have a copy readily available to you in the cockpit, and that you have studied it before the flight began, highlighting impor tant sections for quick reference; If you have passengers, be abso lutely sure they have been briefed on the concept of a "sterile cockpit" and that they know how they can assist you in looking for other traffic, or corroborating information from the NOTAM. Your passengers can be an important part of your CRM (cockpit resource management). Be sure you use them as such; Practice your spot-landing tech niques before you go. Remember that you might be instructed to "land be yond the Green Dot"; Clear the runway as expeditiously as you safely can; Look for and follow the instruc tions of flagmen, if any are present, for guidance in ground operations; On departure, fly a shallower climb-out, with small S-turns. It is very possible that an airplane much slower than yours might have de parted shortly before you. These recommendations apply regardless of how big or small the fly-in might be. There is no room for complacency anytime we fly, but that becomes all the more true in the crowded skies of a fly-in. Remember above all to have fun, and may you be blessed with blue skies and tail winds on the day of the fly-in. Just beware the tail wind if you find it on the base leg .... Doug Stewart is the 2004 National CFI of the Year, a Master CFI, and a DPE. He operates DSFI Inc. (www. dsflight.com), based at the Columbia County Airport (lBi). .... VINTAGE AIRPLANE

H.G. FRAUTSCHY

TH IS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION

OF TED BUSINGER, OF SALEM , ARKANSAS .

Send your answer to EAA, Vintage Airp l ane, P.O . Box

3086, Oshkosh, WI 54903 足 3086. Your answer needs to be in no later than May 10 for inclusion in the July 2008 issue of Vintage Airplane. You can a l so send your response via e-mail. Send your answer to mysteryplane@eaa . org. Be sure to include your name, city, and state in the body of your note, and put "(Mont h) Mystery Plane" in the subject line.

JANUARY'S MYSTER Y ANSWE R January's Mystery Plane came to us from John Woolson, after a suggestion of a possible Mystery Plane by member Dave McIlvaine. Our answer for the January Mystery Plane comes to us from Wesley Smith: "William G. 'Bill' Dunn was born at Westboro, Missouri, on January 30, 1883, where he attended Enterprise No.9 public school and Westboro High School, before studying at Amity College at College Springs, Iowa, from 1901-1903. He then moved to Clarinda, Iowa, where he farmed with his mother until 1905, when he moved to Omaha, Nebraska, to attend business school. On June 12, 1907, Dunn married Pearl Ann Black at Clarinda. In February of 1910, Dunn purchased the Clarinda Hardware Co., and in 1917 the Dunn Manufacturing Co. was started in the back of his hardware store, and in 1919足 1920 he expanded his manufacturing base, producing automotive items 34

APRIL 2008

based on his (eventual) 75 U.S. patents. Among his inventions were a 'gas saver,' a crankshaft counterbalance for the Ford Model T, and a luggage rack that mounted to the running boards. By 1922, Dunn also had automotive accessory manufacturing plants on 14th

Street, and on S. 15th Street in Clarinda; in 1925, Dunn patented a type of unibody construction for automobiles that was adopted by Nash, after Dunn's patent expired 17 years later. "In October of 1928, Harold L. White designed the Cruizaire for the

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The three-place Dunn Cruizaire, equipped with a 9O-hp Kinner K-S. A contemporary newspaper account gave the colors as " tan, brown and cream, trimmed in black." Wingspan was 37 feet and length 21 feet, 7 inches (according to the factory brochure). A couple of pages of the Dunn Cruizaire brochure.

Dunn Manufacturing Co. It was a three-place, high-wing cabin monoplane, powered by a 100-hp Kinner K-5 radial engine. In some sources, the Cruizaire is referred to as the K-5 Cruizaire. The span on the Cruizaire was 37 feet, and the overall length was 24 feet. The useful load of the aircraft was 710 pounds, and the range was 400 miles. The maximum speed of the Cruizaire was 95 mph, witha cruise of 85 mph and a minimum speed of 37 mph. The price of the Cruizaire was $4,650. One Ray Schneck, an employee of the company, welded the steel tube structure of the aircraft. liOn the morning of March 19, 1929, the Cruizaire was moved to the flying field at Shenandoah, Iowa, for the first flight. The test pilot, Jack Beitman, accidentally lifted the aircraft off the ground on the initial high-speed taxi run and continued the climb, apparently to the exuberance of the spectators. Upon landing, the incidence of the left wing was adjusted slightly, and Beitman took off again within 50 feet apparently, once again, due to the strong wind. By 11:00 a.m. the tests of the Cruizaire were complete, and Beitman flew the aircraft to Davison Field, after circling Clarinda. This apparently attracted a large crowd of several hundred onlookers and created something of a carnival atmosphere. Later that same day, Beitman took Dunn for a short flight in the Cruizaire, and flew several other passengers. The aircraft was then flown to Bedford, Iowa, before returning to Shenandoah to be hangared. "A second dual-control Cruizaire was begun but apparently never finished. However, another Cruizaire is said to have been completed on June 14,1929, and is stated to have been the only machine to come off the production line. Whether this is the same machine, or not, is uncertain. A day earlier,

an air show was held at Clarinda to open the new airport, a municipal swimming pool, and to christen the Cruizaire. Whatever the case, the prototype Cruizaire was sold to Southern Iowa Airways (they are said to have contracted for all aircraft) and registered as N616. The photo of the Cruizaire which appears in the January issue of Vintage Airplane is identical to that which appears in Volume 2 (p 169) of Ann H. Pellegreno's Iowa Takes to the Air (two excellent books that should be part of any serious aviation library). As it was, lack of financing doomed the Cruizaire to obscurity, and no further examples were built. "Starting in 1934, Dunn manufactured a unique 'Slip the Wind' wind-driven generator. In late 1936, Cecil L. Parris, of Sioux City, joined with Dunn to form Parris Dunn (one contradictory source states that Parris-Dunn wasn't actually formed until the early '40s). Parris, who had previously served as sales manager of the Kari Kleen Co. (not to be confused with the Kari-Keen ManUfacturing Co., maker of the Kari-Keen Coupe-Editor), served as company preSident, with Dunn as vice president. Later, they swapped pOSitions, with Dunn becoming president. By 1937, 37,000 Dunn wind generators were sold in all states and in 93 foreign countries. There were several models, including the Gyromatic, the Lo Tower, High Tower, and the Free Lite. These devices contained a rotating propeller unit that could pivot to maintain a relatively constant rpm, regardless of the wind velocity. As the wind increased, the propeller unit tilted upwards, keeping the rpm fairly uniform in order to keep the battery-charging rate almost constant. These were intended for rural farm use to charge radio batteries and provide limited electrical power. VINTAGE AIRPLANE

"During World War II, the Parris足 Dunn Corp. manufactured wooden training rifles for the U.S. military and sold 'pop gun' toys, some two million of which are said to have been made by 1946. During the second World War, Parris-Dunn received the Army-Navy "E for Excellence" award. In 1949, Dunn wished to retire, and the company was dissolved. However, Parris moved the remnants of the company to Tennessee and continued to manufacture toy guns and games. After Cecil retired, his brother, Bill, continued to run the company. By the late 1940s, establishment of the Rural Electrification Administration (REA, established in 1936 as part of FDR's New Deal) had cost the company a lot of its generator business. The manufacture of wind-driven generators ended when the Parris-Dunn Corp. ceased to exist. During 1943-1949, Parris-Dunn employed Maurice O. 'Dutch' Greiman, the only college-educated engineer to ever work for the company. At one time during his career, Dunn operated

four manufacturing sites in Clarinda. "W.G. Dunn was active in the Reformed Presbyterian Church (later, Trinity United Presbyterian Church) at Clarinda throughout most of his life. He was also director of the Iowa Manufacturers Association and held an 'honorary colonel's commission' that was granted by the Iowa Press Columnists. Dunn's first wife died in 1951, and a son, Harold, passed away the following year. In 1952 he married Dorothy Gregg Lee. Dunn had four surviving children, 13 grandchildren, and three great足 grandchildren when he passed away at the age of 85 at Clarinda, in 1968. The eventual fate of the Cruizaire is unknown to this author." Wesley R. Smith Springfield, Illinois In doing more research on the aircraft and its history" we were put in contact with the company founder's grandson, Jack Dunn of Denver, Colorado, who provided us with copies of the company brochure (which was

also sent to us by John Woolson) and a summary written by Jack Dunn's father, J. Howard Dunn, who was 19 years old at the time of the company's foray into aircraft manufacturing. Interestingly, at the time Dunn Manufacturing built the Cruizaire, W.G. Dunn was not a pilot, but he clearly saw the potential in aviation. Much later in life, after World War II, Dunn learned to fly and bought an Ercoupe, which he flew out of the Clarinda airport. Jack Dunn recalls going for a ride with his grandfather in the 'Coupe. Our thanks to Jan Price, the curator of the Nodaway Valley Historical Museum in Clarinda, Iowa. Jan was a great help in putting us in contact with Jack Woolson and, later, Jack Dunn. Wayne Muxlow of Minneapolis, Minnesota, wondered if Dunn ever met Clayton Folkerts-the similarity between the first Monocoupe (and the Star Cavalier, as pointed out by a couple of members) is striking . Charles F. Schultz also sent in a correct answer. ......

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continued from page IFe free world knows, Ray's event in Marion is actually on the Saturday of Labor Day weekend every year. Good luck with your event, Ray, and here's hoping nobody shows up looking for you on Memorial Day. I also mistakenly reported bogus dates for the Hager足 stown, Indiana, Chapter 373 event in September. As I have come to understand, this event for this year is scheduled for September 20-21. Chapter President Marvin Stohler hosts an overnight fly-in camping event that begins to fire up around midday on Saturday, it culminates with a great pan足

cake breakfast on Sunday morning, and you're back in the

hangar in time to get the bugs off long before dark. There is always great fun, great food, and a huge bonfire Saturday night to help battle the normally crisp September air. EAA and VANs new web-based calendar of events is up to full throttle now-check it out at www.EAA.org/calendar. Please do us all the favor of inviting a friend to join the VAA, and help keep us the strong association we have all enjoyed for so many years now. VAA is about participation: Be a member! Be a volunteer! Be there!

.......

This VAA Calendar of Events is a fraction of those posted on the newest page on the EAA website . To submit an event, or to view the most up to date list, please visit the EM website at www.eaa .orgjcalendar. During 2008, we'll publish this ca lendar as we transition to an all-web based calendar for 2009. This list does not constitute approval, sponsorship, involvement, control or direct ion of any fly-in, seminar, fly market or other event.

April 25-27 - Pineville, LA - EAA Chapter 614 Spring Fly-In &

May 23-25 - Watsonville, CA - 44th Annual Watsonville Fly-In & Airshow.

Campout. Pineville Municipal Airport (2LO) . Largest Fly-In in the state - held on beautiful Lake Beulow. Amphibs and float planes can use the lake. Large camping area with facilities. Come join the fun. Start Time: Noon End Time: Noon Contact: Nick Nicewarner, Phone: (318) 452-0919, Email: nicewarnere@ bel/south. net April 26-27 - Southampton , NJ - Farm Fun Day Fly-In. Allen's Airstrip (00-35) . We welcome your antique and vintage aircraft for display at our grass strip. 9-5 Contact: Rick Allen , Phone: 609-267-8382, E-mail: rallen231@comcast.net April 27 - Half Moon Bay, CA - Half Moon Bay Airport 18th Annual Pacific Coast Dream Machines Show lOam - 4pm More than 2,000 antique, vintage, classic, custom and exotic displays . Helicopter, bi-plane and B-17 rides will be available for $50 $425. For info 650-726-2328 or www.miramarevents.com May 2-4 - Burlington , NC - Alamance County Airport (KBUY) VAA Chapter 3 Spring Fly-In. All Classes Welcome! BBQ on field Fri Eve. EAA judging all classes Sat. Awards Dinner Sat night. Info: Jim Wilson, 843-753-7138 or eiwilson@homexpressway.net May 3 - Farmville, NC - EAA Chapter 960 5th Annual Spring Fly-In. Flanagan Field (N08). EAA Chapter 960's 5th Annual Spring Fly-in. Lunch is served at 11:30 noon. Come see us! Start Time: 10:00 AM End Time: 02:00 PM Contact: Rick Jones, Phone: 252 758-4884, Email: rrjones@embarqmaif.com May 3 - Midland , MI - Barstow Spring Fly-In Pancake Breakfast. Midland Barstow Airport (3BS). Enjoy pancakes, ham, sausage, eggs, awesome homemade donuts. 7-11AM at the Barstow Aviation Education Center, rain or shine . Sponsored by EAA Chapter 1093. Start Time: 7:00 AM End Time: 11:00 AM Contact: Dave Schmelzer, Phone: 989-274-1683, Email : schmelzerdavid@sbcglobal.net May 3 - Pineville, LA - EAA Chapter 614 Pancake Breakfast. Pineville Municipal Airport (2LO). Best breakfast around. All you can eat pancakes, sausage, biscuits, gravy, eggs, hash browns, coffee , milk or juice for just a $5.00 donation. Start Time: 7:30 am End Time: 10:00 am Contact: Nick Nicewarner, Phone: 318-452 0919, Email: nicewarnere@bellsouth.net May 4 - Lock Haven, PA - Fly-In Breakfast. W. T. Piper Memorial Airport (LHV). Fly-In/ community breakfast 8:00- 12:30 ALL YOU CAN EAT. Pancakes, Eggs, Sausage, OJ, potato patty, coffee/ tea $6.00 adults. children 10 and under $3. Hangar 1 Contact: Carmen , Phone: 570-893-4200, Email: j3cub@kcnet.org May 10 - Granbury, TX - Spring Fly-In. Pecan Plantation Airport (OTX1). EAA Chapter 983 Spring Fly-In Come join us for lunch and to share your pride and joy. Start Time: 0900 End Time: 1500 Contact: Doug Crumrine, Phone: 817-573-1220, Email: ftrflyboy@charter.net May 16-18 - Kewanee, IL - 6th Annual Midwest Aeronca Festival. Kewanee Municipal Airport (Ell). Seminars, flying contests, food, camping and music. Showers on field. Bring your tail draggers. All aircraft welcome. Lot's of grass to land on and to park/ camp Start Time: 8:00am End Time: 10:00am Contact: Jody Wittmeyer, Phone: 309-854-2393, Email: jodydeb@earthfinknet May 17 - Beloit, WI - Spring Fling Pancake Breakfast and Fly-In. Beloit Airport (44C). This is Chapter 60's annual fund raiser for chapter projects, scholarships, etc. that includes a full pancakes and eggs breakfast, fly-in, classic auto show and other fun activities for the whole family. Start Time: 0700 End Time: 1100 Contact: Ken Brooks, Phone: 815-985D717, Email: kenbrooks@Charter.net May 17 - Delaware - EM Vintage 27 Fly-in Breakfast. Delaware Municipal Airport (DLZ). Fly In breakfast Start Time: 08:00 End Time: 10:00 Contact: Woody Mcintire, Phone: 6145652887, Email: wjmcintire@cs.com May 18 - Brodhead, WI- EM Chapter 431 Community Pancake Breakfast. Brodhead Airport (C37). Brodhead Airport EM Chapter 431 annual Community Pancake Breakfast. Serving from 7:00 am to noon. Homebuilt and antique aircraft on display. Start Time: 7:00 am End Time: 12:00 noon Contact: Mike Weeden, Email: blueleader@wekz.net

Watsonville Airport (WVI). Friday May 23 Noon to 8 PM. Saturday & Sunday May 23 & 24 9 AM to 5 PM. Vintage and Homebuilt aircraft display & judging. Aerobatic airshow. Vintage and current military warbird display and airshow. Food and camping available on field. EM Chapter 119 Pancake Breakfast Sat. & Sun. Start Time: 9 AM End TIme: 5 PM Contact: Dave Brockmann, Phone: 831-763-5600, Email: watsonviffeflyin@hotmail.com May 24 - Newton, IA - First Annual Ray Hill Memorial Flight Breakfast. Newton Municipal Airport (TNU). The newly created EAA Chapters of Central Iowa invite you to the First Ann ual Ray Hill Memorial Flight Breakfast. Ames Chapter 1452, Marshalltown Chapter 675, Des Moines Chapter 135 and Newton Chapter 456. Breakfast - adu lts $6, kids under 12 $3, PIC free . Start Time: 0700 End Time: 1100 Contact: Jim Jones, Phone: 641.792 .9764, Email: jimjones@iowatelecom.net May 24 - St. Louis/Sauget, IL - Midwest Regional Fly-in. St. Louis Downtown Airport (CPS). Fly-in sponsored by the Greater St. Louis Air & Space Museum and EAA Chapter 64. Something for everyone! Start Time: 0800 End Time: 1600 Contact: Bob McDaniel, Phone: 618-337-6060, Email: director@cps.aero May 30-June 1 - Poplar Grove Airport , IL - (C77) - Army Wings and Wheels 2008 Vintage Wings and Wheels Museum L-bird fly-in and living history re-enactment. Flying events, pancake breakfast, awards. See website at www.ArmyWingsAndWheels. com or call Museum at 815-547-3115 for further details. June 5-7 - Bartlesvi ll e , OK - 22nd Annual Biplane Expo. (BVO). Biplanes at Their Best -Grand Champion Biplane Exhibits Biplane Center Museum Complex Open to Pub lic-"Type Club Gatherings" -Forums & Seminars-Aircraft Judging by Vote of Attendees-Major Aviation Notables-Biplane Rides Available for the Pub lic See website for more info. , Phone : 918-622-8400 June 7-8 - Troy, OH - WACO Field (lWF) VAA Chapter 36 Wings and Wheels Strawberry Festival Fly-In. 9am - 6pm Airplane rides, Aviation Safety Team Seminar, Military reenactments , cash prizes. June 6-8 - Columbia , CA - Bellanca-Champion Club West Coast Fly-In . Columbia Airport (022). The biggest and best gathering of Bellancas - Cruisair, Cruisemaster, Viking, Citabria , Decathlon , Scout, Champ ion . Techn ical seminars, owner roundtab les , food service and a great time in a superb location . On-site camping w/showers, short wa lk into t own . Contact: Robert Szego, Phone: 518-731-6800, Email: staff@ bellanca-championclub.com June 7 - Troy, OH - VAA Chapter 36 Wings and Wheels Strawberry Festival Fly-In. (lWF). Airplane rides, Aviation Safety Team Seminar, Military reenactments, cash prizes Start Time: 9am End Time: 6pmSunday, June 8 - Jackson, MI. EAA Chapter 304 40th Annual Fly In Cruse In Pancake Breakfast. Jackson County/ Reynolds Field (JXN). Dash plaques to first 100 aircraft and cars . Start Time: 7AM End Time: 12PM Contact: John Eiler, Phone: 5174744878, Email : chucknfinda@sbcglobal.net June 8 - Jackson, MI - EAA Chapter 304 40th Annual Fly In Cruse In Pancake Breakfast. Jakcson County/Reyno lds Field (JXN) . Dash plaques to first 100 aircraft and cars. Start Time: 7-12 pm Contact: John Eiler, Phone : 517-474-4878, Email : chucknlinda@sbcglobal.net June 8 - Lansing, IL - Wings and Wheels Breakfast/Lunch . Lansing Municipal Airport (IGQ). EAA Chapter 260 and Joliet Model A Restorer's Club will host Wings & Wheels 2008 Breakfast and Lunch . Lunch afterll:30 am . Visit historic Ford Tri-Motor hangar and hear about it's history. 7-1:30 pm Contact: Glenn Leszczak, Phone: 708 672-9865, Email: glenn@consys-inc.com June 8 - Meadville, PA - EAA 1194 11th Annual Fly In. Port Meadville Airport (GKJ). 11th Annual Fly- In/ Drive In Breakfast. Featuring the Carolinas Aviation Museum's Piedmont Airlines Douglas DC-3 . 7-3pm Contact: Rich Starn, Phone: 814-382 9080, Email: rwstarf1371@hotmail .com VINTA G E AIRPLANE

Calendar continued

Something to buy , sell , or t r ade? 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 frequency 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 insertion 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-mai l (classads@ eaa.org) using credit card payment (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.

MISCELLANEOUS Flying wires available. 1994 pricing. Visit www.f1yingwires.com or call 800 517-9278. Aircraft Construction and Restoration , Russ Lassetter, Cleveland, GA. 706 348-7514 HVLP Sprayer-C.J. Spray Model 750 for low viscosity coatings with 25' hose. Purchased June 2000 for BC12D project. Never used. Asking $400. Contact Nancy: Dakotas_deais@att. net or 978-664-5303.

June 12-15 - Middletown, OH - Hook Municipal Airport (MWO). 14th National Aeronca Association Convention. See more Aeroncas in one place than you'll see anywhere in the world. Tours, forums and lots of fe llowship, fun and flying will make this a weekend event you won't want to miss. For more information : www.aeroncapilots.com, email nationalaeroncaassociation@yahoo.comor call 216-337-5643. June 12·15 - Stauning, Denmark - 41st International KZ-rally and fly-in . Stauning Airport (EKVD). 41st annual international KZ-rally. Fly-in and annual meeting of EAA 655 started 41 years ago and is the oldest aviation event in Denmark, and the ONLY civilian annual event here (others are bi-annual or air force) Contact: Erik Gj.0rup Kristensen , Phone: +45 304911 72, Email : kzaero@kzclub.dk June 13·15 - Gainesville , TX - Texas Antique Aircraft Fly-in . Gainesville Municipal (GLE). North Texas Antique Aircraft Fly-in. Come and join in on the fun . Start Time: 10:00 End Time: 18:00 Contact: Terry Wallace, Phone: 817-706-3173, Email: Wallacete@cs.com June 17·21 - Lock Haven, PA - 23rd Annual Sentimental Journey to Cub Haven . William T. Piper Memorial (LHV). The 23rd Annual Sentimental Journey to Cub Haven Fly-In June 17th - 21st. Featured airplanes: J-5, PA-25 Pawnee and PA 36 Brave. Camping fees : $12.00/ night, RVs $15.00/ night. Contact: Sentimental Journey, Inc., Phone: (570) 893-4200, Email: j3cub@kcnet.org June 19·20 - St. Louis , MO - American Waco Club Fly-In . Dauster Flying Field (lHO). You can also contact Jerry Brown at 317-422-9366 or Ibrown4906@aol.com Contact: Phil Coulson, Phone: 269-624-6490, Ernail : rcoulson516@cs.com June 21 - Porterville, CA - Eagle Mountain Air Show at Porterville Airport Aerobatics, Warbird fly-bys, vinatge, military and civilian aircraft on display, Awards for display planes Gates open at 8 AM Flour bombing and spot-landing in the morning. Food , beverage, crafts vendors Contact: (559) 289-0887. June 21 - Delaware , OH ~ EAA Vintage 27 Fly In Breakfast. (DLZ). Fly In Breakfast Start Tirne: 08:00 End Tirne: 10:00 Contact: Woody Mcintire , Phone: 6145652887 , Email : wjmcintire@cs .com June 26·29 - Mt. Vernon , OH - Wynkoop Airport (6G4) 49th Annual National Waco Club Reunion. For rnore info contact Andy Heins at 937-313-5931 or email wacoaso@aol.com June 28 - Gardner, KS - Greater Kansas City Vintage Fly-in. Gardner Municipal Airport (K34). Pancake Breakfast starting at 7:00am. Lunch on the field and BBQ cookout Friday and Saturday evening. Enjoy Old Tyme Aeroplane movies Friday and Saturday nights. Carnping permitted on-field and motel transportation provided to/from the airport. Start Time: 0700 End Tirne: 2200 Contact: Jeff Sullens, Phone: (816) 729-3151, Email: jsullens@kc.rr.com July 11·13 - Alliance, OH - Annual Taylorcraft-Aeronca Fly-In. Barber Airport (2Dl). All grassroots aircraft welcorne. Breakfast on Saturday and Sunday by EAA Chapter 82 . Contact: Forrest Barber, Phone: 330-823-1168, Email : fbarber@alliancelink.com July 11·13 - Lompoc, CA - West Coast Piper Cub Fly in. Lompoc Mun icipal Airport (LPC) . 24th annual West Coast Cub fly-in here in the beautiful Lompoc Valley. Contact : Bruce Fall, Phone : (805) 733-1914, Email: brucefall@msn.com July 19 - Delaware, OH - EAA Vintage 27 Fly In Breakfast. (DLZ). Fly In Breakfast Start Time: 08:00 End Time: 10:00 Contact: Woody Mc intire, Phone: 6145652887, Email: wjmcintire@cs .com

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Geoff Robison 1521 E. MacGregor Dr. New Haven , IN 46774 260· 493-4724

George Daubne r 2448 Lough Lane H artford, W I 53027 262-673-5885 gdaubllfrC.lileaa.org

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Treasure r Cha rl es W. Harris

2009 Highlan d Ave. Albert Lea, M N 56007 507-373- 1674

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Da le A. Gustafson

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916-645-8370

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John Be re ndt 7645 Echo Poin t Rd. Canno n Falls, MN 55009 507-263-24 14 {ch l d@bevcomm.net

Jerry Brown 4605 Hickory Wood Row

Greenwood, IN 46 143

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dalefaye@ms/,.com Jea n nie Hill P.O. Box 328

Harvard, IL 60033-0328

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Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 i lll1lper@execpc.(olll

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