VA-Vol-36-No-8-Aug-2008 by EAA Vintage Aircraft Association

POSITION RE P ORT

Tom Poberezny President, EAA

Direction of EAA

Then and now

cently I received a letter from an EAA member (his EAA umber is below 4,000) who has attended 51 conventions! He shared his thoughts regarding his EAA membership and said something that generated the reason for this column. He knew of EAA members who were displeased with EAA's direction. He stated, "Tom, they do not understand what EAA means to me and many thousands of others. They never will, as they are non-participants in events or never enjoyed the family atmo sphere we have enjoyed camping all those years starting in Rockford." I want to share my thoughts about EAA's direction and the results we have achieved to date. I have cho sen five areas of importance, among many, that highlight our initial vi sion and current accomplishments: Building your own airplane-EAA was founded on the principle that people should have the privilege to build their own airplane. Over the past five decades, the homebuilt air craft movement has far exceeded ex pectations. Today more than 30,000 homebuilts are certificated, making up more than 20 percent of the ac tive, single-engine piston fleet. For ev ery airplane completed, 10 more may be under construction, keeping the dream of flight alive for thousands. The homebuilt movement has spawned commercial aircraft compa nies. The innovative ideas of home builders have been recognized and integrated into all types of certificated airplanes. The homebuilt movement also plays a significant economic role

within the aviation industry. Some members have said we have lost our homebuilding focus. In reality, we have expanded our focus and en gaged more people than ever before. EAA AirVenture Oshkosh-Your an nual convention started in Milwau kee in 1953. A few dozen aircraft from short distances away attended. To day, EAA AirVenture Oshkosh is the world's premier aviation event. Some say it's grown too big or too com mercial, but whom do you tell not to come? The impact of "Oshkosh" is felt worldwide. The event's results and stature speak for themselves. The EAA Aviation Ce nter-EAA's first permanent headquarters was a small building in a Milwaukee suburb. In the early 1980s, I led the team that developed the EAA Aviation Center, which includes the EAA AirVenture Museum, EAA h eadquarters, Leader ship Center, Pioneer Airport, and the Air Academy Lodge. Our vision was to make Oshkosh the home for sport and general aviation year-round, not for just one week each summer. That dream has been realized. Activities take place daily in Osh kosh, from aviation outreach activities for youth to visits by aviation industry leaders, but Oshkosh is also where the world comes for knowledge and in formation. Now, because of our web sites and online archives, members can access EAA's vast resources 24/7, 365 days a year from their homes and workshops around the world. Young Eagles-In the early 1990s this program was established with the goal of engaging more than one

million youth by 2003, the 100th an niversary of powered flight. Today, almost 1.4 million young people have experienced flight, and thou sands more have participated in EAA programs such as the Air Academy, AeroScholars, KidVenture, and EAA AirVenture Museum educational ini tiatives. This has contributed signifi cantly to building aviation's future through the next generation of pi lots, builders, and leaders. Sport Pilot/Light-Sport Aircrafr-The vision of this initiative, which began more than a dozen years ago, was to lower the economic and time barriers to becoming a pilot and to encourage the development of more affordable aircraft. The sport pilot/light-sport aircraft regulation accomplishes that by reducing the investment of time and money needed to learn to fly and creating a new category of aircraft. It may take another five to 10 years for the aviation community to see a significant benefit, but already more young people are becoming pilots, older pilots are able to continue flying more economically, and companies like Cessna and Cirrus are embracing the new aircraft category. As I look back on the direction we have taken, I'm reminded of the cam paign to build the EAA Aviation Cen ter. The theme was "Putting Wings on Dreams." EAA has done that for tens of thousands of people! Lastly, included within the August Sport Aviation is EAA's Annual Report (see pages 121 to 136). I invite you to review the progress your associa tion made in 2007. .......

..&;.aG VOL.

36, NO.8

N E 2008

UGUST

CONTENTS I Fe

Position Report: Direction of EAA Then and now by Tom Poberezny

News

Aeromail

East Meets West

Herb Clark and Wacovia UPFski

by Budd Davisson

The Evening Display

A wide variety of aeroplanes of the Shuttleworth Trust

by David Macready

Light Plane Heritage

Remember the Klemm

Part II

by Bob Whittier

The Vintage Mechanic

Troubleshooting techniques

Learning the system

by Robert G. Lock

34 36

What Our Members Are Restoring Mystery Plane

by H.G. Frautschy

Calendar

Classified Ads

COVERS FRONT COVER: Herb Clark's goal from the beginning was to give his custom Waco UPF-7 more performance, without permanently changing a single thing. Pow ered by the Russian M14P Vendenyev radial engine, the "UPFski" turns heads wherever it goes. See the article starting on page 8. EAA Photo by Jim Koepnick. BACK COVER: Award-winning aviation artist Barry Ross, best know for his con tinuing series of illustrations for Flying magazine's I Learned About Flying From That (ILAFFT) column, shares this tropical illustration of a Grumman Goose. Bar ry's paintings are part of a exhibition of his ILAFFT work at the EAA AirVenture Mu seum. For more on the artwork of Barry Ross, you can visit his website at www. BarryRossArt.com.

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 and Southeast: Chester Baumgartner Phone 727-532-4640, FAX 727-532-4630, e-mail: cballmlll@milldsprlllg.com Central: Gary Worden Phone 800-444-9932, FAX 816-741-6458, e-mail: gary.wordell@Spc-mag.com Mountain &; Pacific: John Gibson Phone 916-784-9593, e-mail: johllgibsoll@Spc-mag.com Europe: Willi Tacke Phone +498969340213, FAX +498969340214, e-mail: willi@(1yillg-pages.com

VINTAGE AIRPLANE

Call for VAA Hall of Fame Nominations Nominate your favorite aviator for the EAA Vintage Aircraft Association Hall of Fame. A huge honor could be bestowed upon that man or woman working next to you on your air plane, sitting next to you in the chap ter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, pho tographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductees-but only if they are nominated. The person you nominate can be a citizen of any country and may be living or deceased, and his or her involvement in vintage avi ation must have occurred between 1950 and the present day. His or her contribution could be in the areas of flying, design, mechanical or aerodynamic developments, ad ministration, writing, some other vital and relevant field, or any combination of fields that support aviation. The person you nominate must be or have been a member of the Vintage Aircraft Association, and preference is given to those whose actions have contributed to the VAA in some way, perhaps as a volunteer, a restorer who shares his expertise with others, a

AUGUST 2008

writer, a photographer, or a pilot sharing stories, preserving aviation history, and encouraging new pi lots and enthusiasts. To nominate someone is easy. It just takes a little time and a little reminiscing on your part. - Think of a person; think of his or her contributions. - Write those contributions in the various categories of the form . - Write a simple letter highlight ing these attributes and contribu tions. Make copies of newspaper or magazine articles that may substan tiate your view. - If you can, have another person complete a form or write a letter about this person, confirming why the per son is a good candidate for induction. - Mail the form to: VAA Hall of Fame Charles W. Harris, Chairman 7215 East 46 th St. Tulsa, OK 74147 Remember, your "contempo rary" may be a candidate; nominate someone today! Call the VAA office for a form (920-426-6110), find it at www. VintageAircraft.org, or on your own sheet of paper, simply include the following information: - Date submitted. - Name of person nominated. - Address and phone number of nominee.

- Date of birth of nominee. If de ceased, date of death. - Name and relationship of nominee's closest living relative. - Address and phone of nomi nee's closest living relative. - E-mail address of nominee. - Time span (dates) of the nominee's contributions to avia tion. (Must be between 1950 to present day.) - VAA and EAA number, if known. (Nominee must have been or is a VAA member.) - Area(s) of contributions to aviation. - Describe the event(s) or na ture of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. - Describe achievements the nominee has made in other related fields in aviation. - Has the nominee already been honored for his or her involve ment in aviation and/or the con tribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. - Any additional supporting information. - Submitter's address and phone number, plus e-mail address. - Include any supporting mate rial with your petition.

Welcome to AirVenture ... Wherever You Are! It's August, and many EAAers are reading this issue at EAA Air Venture Oshkosh. Here's a quick summary of important informa tion to help you make the most of your visit to The World's Greatest Aviation Celebration. Not able to attend AirVenture? Then we invite you to follow along at www.AirVenture.org, where you'll find news and feature stories, daily videos, photo galleries, and more. To access the complete AirVenture videoplayer, visit www.AirVenture. org: click on MultiMedia and Vid eos to launch the player. -The EAA Welcome Center Learn about exclusive EAA pro grams and services, join or renew your membership, check your e mail at the Internet Cafe, and more. Located west of AeroShell Square. -Homebuilders Headquarters Stop by to see hundreds of home built aircraft, learn about EAA programs and services for home builders, and register your new homebuilt (certificated this year) to be the milestone 30,000th home built aircraft in the United States.

-Learn to Fly Center-Looking for information about pursuing the dream of flight? Ask the ex perts staffing the Learn to Fly Cen ter, tryout simulated flight on one of the flight sims, or attend flight seminar presentations. EAA mem bers may also receive a free sport pilot student pilot certificate, sav ing $50. -Affordable Flying Center-Dis cover ways EAA members are achieving and maintaining the dream of flight on limited budgets. Visitors are invited to stop by and provide their own frugal flight tips. Located in the NASA building. -Theater in the Woods-Enjoy nightly entertaining and informa tive evening programs, beginning July 27. Theater in the Woods is supported by M&M'S. -EAA Fly-In Theater-Ford Mo tor Company and Eclipse Aviation once again bring the Fly-In The ater to AirVenture, with nightly aviation movies introduced by celebrity presenters, including Harrison Ford, John Travolta, Os car-winning producer Ben Shedd, and others. -WomenVenture-All women

pilots are invited to be a part of a weeklong effort to encourage more women to learn to fly, including the world's largest gathering of fe male pilots on Friday, August 1, at 10:30 a.m. on AeroShell Square. Not able to come to Oshkosh, but want to show your support? Visit www.AirVenture.org/200B/events/ WomenVenture.html, and sign the WomenVenture logbook. -EAA AirVenture Info Guide Every attendee gets one free! No other source provides as much useful information on scheduled events, exhibitors, air shows, fo rums and presentations, and work shops. You name it, it's in the Info Guide, presented by Ford Motor Company. It's also available on line on www.AirVenture.org.soif you're on the grounds, you can ac cess the information via any Wi-Fi hotspot. -AirVenture Today-Pick up Air Venture's official newspaper each day and read about what's hap pening on-site. It will also be posted online and e-mailed daily in a special e-Hotline. Not an e Hotline subscriber? Visit www.EAA. org/newsletters to sign up.

@eaa.org

BOEING 40 If you enjoyed the article about Addison DAILY AIRVENTURE COVERAGE

Pemberton's Boeing 40 in April's Sport Aviation, watch this video to hear its unique

Daily videos, photo galleries, streaming radio, and

roar on takeoff and to see it soar over scenic

breaking news stories will allow people all over the

Washington state. If you are reading this while

globe to get a virtual taste of AirVenture as it is

at AirVenture, stop over to the Vintage area to

happening. It's the next best thing to being there.

see this one-of-a-kind plane in person.

www.AirVenture.org/ 200B/ video/ multimedia.html

www.EAA.org/ video/ eaa.html

VINTAGE AIRPLANE

EAA Participates in Industry/FAA Study for Part 23 Certification Review EAA recently participated in a Part 23 ad hoc certification stan dards committee meeting in Kan sas City, Missouri. Created at the request of the Federal Aviation Ad ministration Small Airplane Di rectorate, the committee is tasked with recommending changes for small aircraft. Part 23 regulates air worthiness standards of normal, utility, aerobatic, and commuter category airplanes. EAA's Vintage Aircraft Association Executive Di rector H.G. Frautschy represents EAA and is co-chairman of the Con tinued Airworthiness subgroup. The committee includes repre sentatives from various certifica tion and operational offices within the FAA as well as from the General Aviation Manufacturers Associa tion, National Air Transportation Association, Aircraft Owners and Pilots Association, and Aircraft Elec tronics Association. John Colomy, the directorate's acting assistant manager, urged committee mem bers to consider the lessons learned from aircraft maintenance and cer tification issues that have come to light over the past few years and ap ply them to a new version of Part 23 that will be created after the follow up certification review by the FAA. The review is intended to give the regulations relevance to air craft that will be certificated in the future. Issues discussed included aircraft airframe maintenance and in particular the modification and upgrading of aircraft with modern avionics systems. The commit tee's charter is to create a list of suggested additions and changes to the certification regulations and then supply it to the FAA for use during the review process in 2010. The last certification review on Part 23 was done in 1985, and technology for both airframes and avionics has changed dramatically since then. The committee expects to issue its final report in the fall of 2009. 4

AUGUST 2008

nir of this year's event, printed on heavier paper and including more photos and interesting articles . . . and with room for air show performers' autographs. Price of the commemo rative program is $7, and a copy of the Oshkosh: The Spirit of Aviation DVD is bundled with each copy. In addition to traditional distri bution outlets on the grounds, you'll also see programs bundled with an exclusive Oshkosh T-shirt design that will be available for a special price at selected EAA mer chandise locations.

Museum Guidebook Published The EAA AirVenture Museum is celebrating its 25th year in Oshkosh with the release of a new EAA Air Venture Museum Guidebook. The 48-page publication is filled with col orful photographs of the planes and the people highlighted in the mu seum's exhibits, beginning with the Wright brothers and the early years of flight and ending with the eclectic collection of Treasures From EAA's Attic donated by EAA members and other aviation enthusiasts. Museum visitors can use the publication as a companion to their tour and as a re membrance of their visit. The Guide book, available in the museum's gift shop, costs $8.95 for members and $9.95 for nonmembers.

New Commemorative AirVenture Program The EAA AirVenture Program has undergone a face-lift. The annual keepsake is now a collectible souve

Ken Kotik We're sorry to report that avi ation artist Ken Kotik, whose unique hangar/studio at Creve Coeur Airport near St. Louis was truly a work of art in itself, has passed away after a brief illness. Ken, whose aviation art clients in cluded Fairchild Aircraft, Falcon Jet, Sabreliner, and McDonnell Douglas (where he was a staff art ist for 11 years), enjoyed present ing all facets of aviation though his artwork. One of Ken's paint ings was featured on the back cover of last year's July issue of Vintage Airplane, and a print of his artwork was made available to Di amond Plus contributors to VAA's Friend of the Red Barn. A Viet nam veteran, Ken regularly flew a beautifully restored 1943 Piper L-4B and was working on a replica Fokker Dr.! Triplane. Our condo lences to his wife, Dot, and their many friends in the St. Louis area, and the many fans of his striking artwork. If you 'd like to see just how wide Ken's talents were, please view his art website at www. KenKotikA viationArt.com.

Last of a Generation: John Miller (1905-2008)

Upcoming Maj 0 r Fly-Ins Mid-Eastern Regional Fly-In Mansfield Lahm Regional Airport (MFD), Mansfield, Ohio August 23 & 24, 2008 www.MERFI.info Southeast Regional Fly-In Middleton Field Airport (GZH), Evergreen, Alabama October 24-26, 2008 www.SERFI.org

Rocky Mountain Regional Fly-In Front Range Airport (FTG), Denver (Watkins), Colorado September 19-21, 2008 Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ), Casa Grande, Arizona

Summer 1939- Eastern Airlines Captain John Miller flies the mail from the roof of the Philadelphia Post Office in a Kellett KD-1 autogyro.

October 23-26, 2008 www.Copperstate.org

u.S. Sport Aviation Expo

hen John Miller (EAA 37635) was 4 years old, he saw Glenn Curtiss fly his Hudson Flyer down the Hudson River from Albany to New York City to win a $10,000 prize sponsored by New York World newspaper. One of Curtiss' two allowed fue l stops was in a farmer's field across the road from the Miller family farm. "I did not see him land," he told EAA in 2003, "but my father took me over to see the flying machine after he landed, and I was so thrilled when he took off and flew down the river that I lost all inter足 est in becoming a steam locomotive engineer." Miller passed away on June 16 in his native Poughkeepsie, New York, at the age of 102. He began flying at age 18 and went on to attend the Pratt Institute for Mechanical Engineering, graduating in June 1927. He skipped school to travel to Roosevelt Field on Long Island to witness Charles Lindbergh take off at the start of his historic nonstop flight to Paris in 1927. But Miller had several achievements himself, such as being the first person to land an aircraft-a Kellett KD-l autogiro-on the roof of a bu ilding when a mail delivery service was started in July 1939 between the Philadelphia Post Office and Camden Airport in Phila足 delphia . He was also a test pilot for the Grumman J2F Duck during World War II, later flying for Eastern Air Lines, from which he retired in 1963. According to his daughter, Miller last flew an aircraft about two years ago, capping more than 35,000 flight hours over more than eight decades. Two of the planes he flew are in the Smithsonian Na足 tional Air and Space Museum: a Boeing 247D and a DC-3 . He has received numerous honors, including enshrinement in the Vintage Aircraft Association Hall of Fame in 2002.

Sebring Regional Airport (SEF), Sebring, Florida January 22-25, 2009 www.Sport-Aviation-Expo.com Aero Friedrichshafen Messe Friedrichshafen (EDNy), Friedrichshafen, Germany April 2-5, 2009 www.Aero-Friedrichshafen.comlhtmll en Sun 'n Fun Fly-In Lakeland Linder Regional Airport (LAL), Lakeland, Florida April 21-26, 2009 www.Sun-N-Fun.org For details on EAA chapter fly-ins and other local aviation events, visit www.EAA.org/calendar.

JOIN EAA's

VINTAGE

AIRCRAFT

ASSOCIATION

TODAY!

VIN T AGE A I RPLANE

SEND YOUR COMMENTS AND QUESTIONS TO:

VAA, LETTERS TO THE EDITOR

P.O. Box 3086

OSHKOSH, WI 54903-3086

OR YOU CAN E-MAIL THEM TO: vintageaircraft@eaa.org

The Vintage Instructor "Runway Incursions" in the May 2008 issue is an extremely inter esting article, covering important stuff. I'm a retired air traffic control ler. Controllers who refer to the end of a runway are chastised by sharp controllers. "Arrival end" is an oxy moron. There is a "threshold" and a "far end" of a runway. Cogent and unambiguous. "Over the fence" is slang and clear for identifying the threshold, but of course its use is limited to arrivals. Takeoffs begin at the threshold. These aren't official terms, just good ones. Another one: Controllers make this mistake, too, and it's more grievous when they do. In neither ICAO nor FAA documents does "ac tive runway" appear. Reason: All runways are active. It's a state-of mind thing, and it's more impor tant that it be in the controller's mind. There is a runway-in-use, clumsy to be sure, but the distinc tion is important, and not just to controllers. If the pilot thinks of the runway-in-use as the active, he's likely to think the others are inactive, when in fact they might very well be in use intermittently. "Wow, where did that guy come from?" Pilots should always think that all runways are always active. When I'm dealing with a control ler I sense to be at the lowest level of competence (perhaps control ler/pilots can sense that more ac curately) and I have been cleared to cross a runway, as I approach I'll 6

AUGUST 2008

say, "Mooney 44 Uniform cross ing 28 at Golf." Let him take it that I'm a dummy, already cleared across and bothering his lordly self unnecessarily. It's been my obser vation that dumb people think a lot of people are dumb. The local control position (cleared to land/take off, etc.) de termines the runway-in-use and the runways-in-use. The ground control position gets the remain ing one for h is traffiC, in other words, all of the movement area except the runway(s)-in-use. Local has no jurisdiction over taxiways. Ground avoids use of landing turnoff taxiways and coordinates with local when necessary. Local is the symphony conductor, ground the concertmaster. There can be no doubt here about who's respon sible for where . It works this way: Local might say, when Runway 17 is in use, "Runway 24 base." (The idea is, the runway's there, why not use it.) Ground control has just lost one of his runways. If he's got someone on it, he gauges the arrival/taxiing situation (he works local regularly also) and might say, "Negative." Local now has to do something with the guy he was go ing to try to slip in on Runway 24. Continue him on to 17, for exam ple. But if following traffic for 17 is too close to follow the would be 24 traffic onto 17 (which might be why local picked 24 in the first place), Local has allowed a tie score to develop because of poor

planning a few minutes ago. Local now must start swinging his ba ton faster. Maybe he should have scanned the airport better, to see if 24 actually could not be used. He'll look at it all later, adding to his ex perience. He so lves this problem of the moment with anyone of a number of traffic adjustments he's already learned. I've just described a crisp opera tion where everyone, including the pilot for 24, is expected to be on his toes and adjustable. This situa tion doesn't occur on Easter Sunday morning at 7 a.m. And the incident at Danbury: Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the con t roller's fault, not the pilot's, or what does control mean. To day the controller takes the blame for nothing. (The etiology of that is mighty interesting, but not the kind of stuff Vintage Airplane is involved in.) That incident in Danbury 2S years ago involved a controller who might have been from the old school. Twenty-five years ago the system was in transition. He knew he goofed. He knew his job was more than issu ing the correct clearance, which is all they care about today, but to eye ball it to make sure that that's what the plane did. It was his job to see that your pal didn't do something the controller didn't want done, so he was not about to engage him in a phone conversation. I lost my medical a dozen years ago and so I can't prove it, but I am certain that pilots have got to be more suspicious of controller ac tion today than in yonder years. You've given me many good tips, so if there's something worthwhile in here, it's thanks. Bill Berkley Yarmouth Port, Massachusetts

Density Altitude Dear Doug, I just received my July issue of Vintage Airplane and turned to your

column. The first thing I saw was the headline "The DA." Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot . . . density altitude. Silly me, I was anticipating an ar ticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about ac cidents while conducting such ap proaches, going below DA or DH and CFIT. Then I realized your sub ject matter was density altitude. As an instrument instructor I went down a different path and thought DA meant decision altitude. The article was well written by the way. One statement stood out, though, and that had to do with your mention of 59°F (l5°C) as the standard temperature. For the benefit of the newer, less ex perienced pilots, I would like to expand on that as it relates to density altitude; this tempera ture is only standard at sea level. I would hate for a naive pilot to be misled into thinking that if, while preparing for takeoff at, say, an airport at an elevation of 3,000 feet mean sea level, for example, that a temperature of 59°F is stan dard and density altitude is not much of a concern. On the con trary, it is a big concern . Each air port elevation above sea level has

its own standard temperature for its elevation. Following the stan dard lapse rate, the 3,OOO-foot air port standard temperature would be well below 59°F. In the above example, if the actual temperature at 3,000 feet was 59 °F, then the temperature would be well above standard and the density altitude is well above standard for that altitude/temperature. Airplane performance would be greatly compromised . Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot. Thanks for your dedication to safety and teaching pilots to fly safely. Sincerely, John Rosenberg ATP and CFI Chanhassen, Minnesota

Hello John, You are absolutely spot on! Please forgive my critical omission. To be honest, most of the instruc tion I conduct is instrument instruc tion . It would be nice if I could write some articles on instrument flight; however, it really doesn't fall into the general category of " vintage, " espe cially with the demise of radio ranges. Thus, please don't expect to find any articles on DA, minimum descent al titude, Missed Approach Point (MAP), or the like. In fact, over the past 35 days I have conducted more than 100 hours of dual, with the vast majority of that being instrument instruction in the lousy weather we've been hav ing here in the Northeast. This doesn't count the checkrides as well, which I do not log. Thank you for pointing out my glar ing omission-your point is an impor tant one. The fact is, there are many airports in this country that don't ex perience standard temperature (or be low) from the middle ofApril until the middle of October. Pilots flying from these airports could easily get "bit_ ten" by density altitude if they are not aware of your important point. My thanks, and best regards, Doug Stewart

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VINTAGE AIRPLANE

ome projects seem so natural, it appears as if the parts were destined to eventually be together. And then there are proj足 ects that are destined to never be truly finished because ideas keep popping up. And then there is Herb

AUGUST 2008

Clark's UPF Waco . It's both of the foregoing: a natural combination of components that will be constantly mutating as the mental winds in Herb's mind change direction. First, it's not actually fair to say Herb's gleaming white UPF will never be finished, because to look

at it, it is finished. However, given the series of forward and back, now-it's-finished, no-it-isn't phases of this particular Waco's life, if you were to believe in trend analysis, you would bet that there's yet an足 other phase coming up in this air足 plane's future.

Herb didn't start life intending to build neat things that fly. In fact, he spent much of his early life working at, developing, and other wise running truck stops and other types of functional real estate in upstate New York. Including an air port. Which is how he got into fly

ing and, in an oblique sort of way, into rebuilding airplanes. "I bought the airport at Duanes burg, New York, which is west of the Albany/Schenectady area in the middle of the state. It's a nice little airport, and because of that, I met a lot of mechanics and the guys at

EAA Chapter 149. I had been flying, but nothing out of the ordinary, and through them, I came to real ize there was a lot more to aviation than Cessnas. "In 1995 I came down to Florida essentially to vacation, but I really liked it. It was a big change from Albany in the winter. While I was down there I got checked out in a Stearman at Bob White Field, not far from Zellwood, in Mount Doyle. That really got me going, and I had to have a Stearman." Herb apparently does nothing in half measures because it wasn't long before he owned not one but three Stearmans. "I found three dusters that an old spray pilot had retired in 1960, when he got into Ag Cats . He had bought them right after the war, when he started his business, and flew the socks off of them. When he put them in storage, his original idea was that he would eventually restore them. He even went so far as buying a bunch of stock parts for them, including 220 Continentals. When I saw them, the 450 P&Ws on the noses had been sold, and the airplanes hadn't been touched in nearly 30 years. "Because I was hanging around Zellwood in Florida, I couldn't help but get to know the Kimballs, Jim VINTAGE AIRPLANE

The M14P uses a compressed air system for starting. Just in case the tank on board the airplane has gone flat , a standby bottle of compressed air is ready and waiting. The cockpit of Herb Clark's custom UPF-7. The use of white and light gray paint in t he cockpit makes it easier to see the structure and components.

A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev.

• • and his then young son, Kevin. As everyone knows, they are leg ends in the restoration business, but what most people don't know is that they'll drop what they are dong to answer any question from anybody. My first time there, Jim was talking to someone and I was standing a little way away wait ing, and he stopped for a second 10

AUGUST 2008

to talk to me and make me feel welcome. That's just the kind of people they are. "I depended on them to teach me what I needed to know to do the first Stearman, and they were quick to let me know that it was going to take something like 10 years to fin ish it right, and I didn't want to be grounded that long. So, I snooped

around until I found a stock Waco UPF that wasn't a prizewinner, but it was solid and, more important, it was flying . I bought that airplane to fly while I was rebuilding the first Stearman. The old Waco had last been rebuilt in 1980 and hadn't been touched since, but it was solid and airworthy and would keep me flying. "As I got into the first Stearman

project, I was learning new skills at an amazing rate, especially because I spent so much time at the Kimballs. On that first airplane, however, I didn't feel I knew enough to do the covering and paint, so I had them do it, with me watching over their shoulders." Since the Stearman was spending time out of his hands at the Kim balls and Herb was spending more time enjoying his Waco, it wasn't long before he couldn't totally ad here to the I-bought-it-to-fly con cept that lay behind the purchase of the Waco in the first place. The stage was set for changes to begin.

Phase One: It Looks Just a Little Funky "From the beginning, I thought the airplane was too 'ordinary' looking, and I wanted to spruce it up a bit. So, in the first phase of what turned out to be a three-phase rebuilding project, I concentrated on the cosmetics of the airplane. I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane. Then I changed what I thought was a really uncomplementary paint scheme. It had been painted white, with all the sheet metal panels painted red. It didn't look as if the pieces fit together, so I painted the entire airplane white and put red accent stripes on it. "Another thing that bothered me is that I've always thought UPFs look 'unfinished' in their stock form because their basic airframe is more streamlined than most bi planes, but with the Continental hanging out in the wind, it just looks too blunt. It cries for a cowl ing, so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that. I think its lines flow much better that way." Doing those kinds of modifica tions meant Herb's airplane was only out of commission for short periods of time, so he still had a flying air plane while he banged away on the first Stearman project. The phase one cosmetic rehab period covered 1994 to 1997. More to come.

Phase Twiro: Let's Inject SO.Jn.e Foreign Testosterone With the exception of the late Jimmy Franklin's jet-powered Waco, no one has ever said the UPF was a performer. Especially with the stock engine. In fact, words like "lei surely," "sedate," and "unexciting" come to mind. Apparently Herb had some of the same thoughts and, even though he was already on an originality kick because of his Stearman projects, hanging around the Kimballs began to have an un expected effect on him. "About the time I got the air plane back together, Kevin and Jim started really getting their Pitts Model 12 ball rolling. I'd be over there on some Stearman stuff, and they'd have Russian M14P Ven denyev engines sitting around. If you're a round-motor kind of guy, which I definitely am, you can't help but look at that engine and start looking for places to hang it. And I had one. The Waco. "I didn't have to do any measur ing to know the M14P would fit be cause it was obviously smaller in diameter. Four inches, to be exact. And it's pretty close to being the same weight at the Continental, although just a little on the light side. However, it was going to take installing some systems the Waco didn't have, specifically the pneu matic starting system ." Right about now, we can hear antiquers nationwide groaning: an other antique airplane butchered

and lost forever. But, that's any thing but true. In fact, part of Herb Clark's goal from the beginning was to make the Waco more usable and with more performance without per manently changing a single thing. "As we sat around talking about the project, we decided that one of our goals would be that no matter how much stuff we changed, we wanted the airplane to always be one inspection away from going back to original. This wasn't going to be the death of an antique, it was going to be taking it in another di rection temporarily with the road back clearly marked and under stood. The way we handled that was by making certain every change we made was a bolt-on. No welding. If we want to go back to original, we can just unbolt the new, reinstall the old, and we're ready to be recer tified. The firewall forward package, for instance, can be unbolted and changed in a day or so." Quite often making such changes to a certificated airplane, no matter how old, can be handled by sup plemental type certificates or Form 337s, but that would not be the case here because the engine had never been granted a type certificate. As far as the FAA was concerned, it was a non-airplane part and couldn't be used on a certificated airplane. Not to worry, however. That's what the experimental-exhibition category is all about. That's where certificated airplanes that have strayed from the straight and narrow go to play. Almost anything is allowed, as long as it's not dangerous. The category does, however, have its limitations. "The FAA put a 2S0-nautical-mile radius of action limitation on the airplane, as they usually do with these kinds of modifications. How ever, if I want to go to an air show or event outside of that radius, all I have to do is send the itinerary to the feds and they approve it. The category isn't as restrictive or dif ficult as people think it is. "... and as for the 'experimental' part? We don't see that as a nega tive. In fact, we like to have the exVI NTAGE AI RPLANE

A farm near Weirsdale, Aorida, is the home of Hobby Hill Airport, the home base for Herbco and www.PittsFabric.com.

Stearman wings are part of the proj ect list at Herbco.

perimental sticker out where people can see it, so they know they are looking at something different be cause, unless you really know what you're looking at, it's hard to tell anything has been changed." He's right about that. The round fugitive from behind the Iron Cur tain looks right at home in the Bam boo Bomber cowl, and only the MT prop gives its presence away. Origi nally he had the h uge two-b lade with the squared-off paddle blades so typical of Soviet airplanes, and that was a definite "tel!." "Kevin's the expert on anything having to do with M14Ps, so I had him design and execute the en gine installation . For the mount, he used the original Russian mount ring right at the cylinders, but built

remembering to turn the air tank valve to 'off' before you leave the airplane. That's just a little precau tionary thinking. "I have an 800 psi valve on the tank, so once the compressor reaches that pressure, the pressure is released and you aren't working the compressor so hard all of the time." Round motors, by their very design, have at least one charac teristic the square-motor crowd doesn't worry about: the possibil ity of bending a rod by cranking the engine with a bottom cylinder full of oi!. Although most of you already know, it's worth remember ing that as the airplane sits, oil in the crankcase slowly works its way past the rings and into the com bustion chambers of the lower cyl inders. And, if you try cranking it with oil, which is incompressible, in t h e cylinders, it's possible to bend a connecting rod when a pis ton comes up against a slug of oil and screeches to a halt. For that rea son, it's necessary to pull the prop through enough times to make sure there's no oil trapped in there. Another possibility is that oil can leak into the cylinder while an in take valve is open and let the oil into the induction tubes. So, even though the cylinders are clean, oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder. The reason we mention this is because t he Kim balls have fixes for all of the above.

12 A U G U ST 2008

up the rest with a mount pattern necessary for the Waco. "Since the starting system is en tirely pneumatic, that's one of the things people think is going to be re ally difficult to operate and maintain, but it's not . It's just different, and once you use it a few times, it's just another system you learn to manage. liThe air system is basically a small SCUBA bottle that is pressur ized by an air compressor on the en gine. When starting the engine, you trip a va lve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine. It's actually a good system, but you have to in stall it with care and police leaks. Once it's sealed up, you can pretty much forget about it, other than

Herb Clark's shop has become increasingly busy as other aircraft owners look to him for construction and restoration work.

Herb says, liThe Kimballs have really worked this thing out. MI4s have drain plugs in the induc tion tubes that you're supposed to empty before each start. The Kim ball mod in that area manifolds those drains together, so you don't have to open each one individually. To keep oil from filling the cylin ders after shutdown, they have a pump that scavenges the oil out of the crankcase and back into the oil tank. Then they put an off valve on the tank that has a micro-switch on it, stopping you from cranking the engine with the oil valve off. This keeps the oil from gravity feeding back into the crankcase, and with the crankcase pretty much empty, there's much less chance of getting oil in the cylinders." At the end of phase two, Herb's plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2,000 feet per minute and topping out at ISS mph. It was no longer your granddad's Waco.

working on trucks has served him well in his new venture: aircraft res toration. That first Stearman led to him restoring the other two at the same time, and his shop on Hobby Hill Airport began to see a steady succession of customers' projects coming his way. What had been a hobby was built into a business. "I bought a farm by Weirsdale, Florida, not that far from Zellwood, and put a runway on it. In fact, my neighbor and I worked together, and it's now 3,800 feet of grass. I raise hay products and rebuild air planes. It's a sweet deal. "In the late '90s I was bit by the Pitts bug and bought one; then as I gained confidence and began do ing my own paint and fabric work, I found myself doing lots of work

for other Pitts owners. In fact, my website is www.PittsFabric.com.al though we'll restore or help restore almost anything that's built of rag and tube." Although he was a busy man, he still had his Waco and he still had plans for it. "By the time I set up my own shop, it had been nearly 2S years since the Waco was last re-covered. It was time for a complete restora tion, plus there were some other changes and improvements I wanted to make. "Although the engine installa tion was working great, I decided to change the exhaust system, which had come out of a Yak. As originally built, the segments were all butt joints, so there was always exhaust

Phase Three: lNhat W"asThatIJust Heard Creaking? Now we're up to 2004, and the Herb Clark who barely knew how to fly when he took his first Stear man ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor. Among other things, New York state is far behind him, and his earlier skills in restoring and VINTAGE AIRPLANE

The Old Girl Has a History

leaking inside the cowl. So, I had one built locally that had lapping slip joints. It looked much better and didn't leak. "Also, we put some offset in the engine mount to help with the take offs. As it was, with all that power, I didn 't have enough rudder below 40 mph at full power to control it without some brake. And we up graded the wheels and brakes with those from a 310 Cessna. We kept the original Waco master cylinders, however, because the 310 brakes were too powerful and the bigger, old master cylinders dropped the pressure to where the brakes are just right. "At the other end of the airplane, I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts. I researched springs and, after trying two, came up with one that gave ex actly the same spring rate and travel, but was actually a little more compli ant and smoother. "We also put electric trim in the airplane. With the new speed range being 45 mph to 155 mph, trim re ally became important and the origi nal bicycle chain system was too slow and would wear you out. The heart of the original system is a screw jack, so we found an electric motor, which is normally in a soda machine, and drive the screw jack with that. It's much more convenient and the rate is just about perfect. 14 AUGUST 2008

"When we got into the wings, it was obvious we had to build com pletely new ones. These were over 60 years old, and parts of them looked like it. It wasn't a small job, but we were lucky because we not only had the originals for patterns, but a friend gave us a copy of the original plans from the Smithso nian. After that it became simple: get plans, buy wood, build wings. And, by the way, we did the airplane as a civilian version, which meant filling in the handholds in the wing tips, which were only on military airplanes. Also, we lucked out in finding a set of new-old-stock drag anti-drag wires, which on the Waco are different than other airplanes. "Before we were finished, we had gone through every system and component, and where we thought it necessary, we improved it, like building a new battery box and eliminating 7 pounds. However, as I said, every single thing we changed was done on a temporary basis, so it could be put back original with no problems. All of the basic struc ture is as it left the factory. "The one area in which I needed help was laying out the scallops for the paint. I messed around for a month and a half and just couldn't get the curves to my satisfaction. I finally called in Neil Butterworth, a professional painter from Bartow, Florida. It took him a fraction of the time to get every scallop dead on.

When NC29909 rolled out of the factory in 1940, it had a lot of company on its delivery flight as 16 of them were headed to the same destination: the Plains Air ways Civilian Pilot Training school in Cheyenne, Wyoming. This Herb Clark could clearly see, as he had all of the logbooks for the air plane going back to its first flight. What he couldn't see was how the airplane actually looked at that time. Then, as is sometimes the case, blind luck plays into your hands; in this case it was when Ray Brandly, founder of the Waco club, ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Chey enne with several South American students standing around it. It was NC29909!

"Now that the airplane is pretty much finished, I have to say that it wouldn't have happened without the Kimballs. Besides doing some of the work, they are so willing to explain how to do things, it's in credible. I've asked them about giv ing away 'secrets,' and Jim said, 'We just want them to do it the right and safe way.' That's a contribu tion they make to aviation that few know about, and you never get bad advice from Jim or Kevin. Never!" So, is the "Wacovia UPFski" truly finished? Good question. Let's hide in the bushes and see. ~

A wide variety of aeroplanes of the Shuttleworth Trust Sir John Allison sits in Hawker Tomtit G-AFTA.

ARTICLE AND PHOTOS BY DAVID MACREADY

Editor's Note: Our U.K. correspondent, David Macready, has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome. We've combined images from both the May and June evening in this month's report, and we'll have more images from the event in next month's Vintage A

This de Havilland DH.60 Cirrus Moth, G-EBLV, is owned by BAe Systems as a tribute to the corporation 's heritage. It is flown by Keith Dennison.

A study in rapid aeronautical progress: a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and t he Avro Triplane IV replica G-ARSG.

The second evening air show at Old Warden aerodrome, the home of the Shuttleworth Trust Collec tion, took place on Saturday, June 14, 2008 . The weather on the day was somewhat variable with the wind moving around, but generally it was from the west. The weather conditions also led to some mag nificent cloud formations acting as a backdrop for the evening's affairs. The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy con clusion. That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summer's evening in Old War den's natural amphitheater a won derful experience. One new feature being tried out for the first time during this show was the use of two of the collec tion 's own pilots in the role of announcer. Both pilots were also active display pilots for the show from time to time . It would have been extremely difficult to find two more knowledgeable individuals. Both Trevor Roche, who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk.1b and Deper dussin CIE, plus George Ellis, who flew the Avro S04K and de Havil land DH .S1 early on in the show, added their commentary to the day's events. Of the two, Trevor certainly ad opted a more laid-back approach, more by his posture than his an nouncements; in fact, any further back and he might well have fallen off his chair! But this pair of knowl edgeable and affable characters with their wonderful anecdotal sto ries would be hard to beat. It is rare that one can boast of being both entertained and educated at the A view of the flightline shows the Shuttleworth Trust Collection's Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI.

Alan Hartfield's Dart Kitten II, G-AEXT, built in 1937.

Lightplanes built in Europe prior to WWII are rare indeed, and one of the rarest is this Desoutter 1 G-AAPZ, flown by Frank Chapman.

Flown by Rob Millinship, here's the Hawker Cygnet replica G-CAMM.

VINTAGE AIRPLANE

One of the many lightplanes on display at Old Warden, a Southern Martlet (No. 202) G-AAYX, flown by John Turner.

Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden.

same time. For some spectators, the parade of vintage vehicles during the 30 minutes before the flying display was really the start of the show. The evening's flying events were opened with aircraft from the World War I era. Due to serviceabil ity issues just prior to their individ ual display slots, neither the Bristol M.1C nor the Royal Aircraft Factory S.E.Sa were able to fly. The show then progressed along to the inter-war years with both the Desoutter Mk.1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940. Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship: it bounced around the 18

AUGUST 2008

skies a bit in the slightly brisk wind conditions . The original was built for the 1924 Lympne Light Aero plane Competition. The replica is in the colours worn by G-EBMB for the 1926 trials, which the original aircraft won; that lightplane was a precursor to the rise to greatness of Sidney Camm's flourishing aircraft design skills. Then followed the privately owned, unique, and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield; Alan at this time is looking for a new owner for his beloved aircraft, someone who is prepared to shower patience, time, and attention, and a good home to this magnificent

grand dame of U.K. general avia tion heritage. The Dart Kitten was then fol lowed by three de Havilland types taking to the skies over Old Warden. The DH.S1 Moth (G-EBIR), the old est airworthy de Havilland aircraft (from 1924) flown by George Ellis; the DH.60 Moth (G-EBLV) from 1925 flown by Keith Dennison; and the DH.82A Tiger Moth (G-ANKT) from 1942, resplendent in its Royal Air Force training command mark ings. Various other aircraft from the 1930s and "40s then performed. Two of those aircraft were of simi lar parentage; the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series

The de Havilland DH.S1 G·EBIR will outrun the bird you can see against the fuselage. Lens compression makes the bird appear to be closer to the airplane than it really is, but it still looks like it's working hard to keep in front of the big silver biplane. The DH.S1 is flown by George Ellis.

2000 was built in 1967, but was finished in German prewar trainer markings. A German Focke Wulf FW.44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937. This air craft acted as a good comparison to the display of the collection's own Avro Tutor (G-AHSA) flown by Rob Millinship. Incidentally, Peter Hol loway has various other aircraft of German origin in his growing col lection based at Old Warden, often referred to as the "Holloaffe." His collection of German aircraft also

boasts a Fieseler Storch, which is being restored to flying condition, with superb attention to detail and magnificent workmanship evident in the restoration. The show then moved back to more of a warbird flavour with per formances by a Hunting Percival Piston Provost, Gloster Gladiator, Hawker Hind, Westland Lysander, and CCF Hawker Sea Hurricane. For many spectators, the high light of the show was seeing the Shuttleworth Trust Collection's unique Victorian era aircraft take

centre stage. Two of the collec tion's imitation Edwardian-era replicas from the film Those Mag nificent Men in their Flying Machines, the Bristol Boxkite, flown by Sir John Allison, opened the pioneer era display before being joined by the Avro Triplane replica flown by the collection's chief pilot, Andy Sephton, giving up his usual seat in the Blackburn Type D monoplane. Dodge Bailey flew the Blackburn (G-AANI), the oldest-flying U.K. designed and -built aircraft, built in 1912 and now 96 years young (see VINTAGE AIRPLANE

also the three photos of the Black burn in the May 2008 issue of Vin tage Airplane).

The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH), built in 1910. It was flown, or more honestly hopped, by Trevor Roche several times along the grass runway. To the delight of all present, his grand old lady, a sprightly 98 years of age, achieved almost heady heights in her several hops. The human form of arresting gear," should things go wrong on landing, was ready and waiting alongside the runway. Once again this small grass air field, nestled in the middle of ru ral Bedfordshire, yet so close to the Al and a stone's throw from Big gleswade, delighted all those who were fortunate enough to have been present for the evening's entertainment. ......

The Spanish-built version of the Bucker Jungmann, the CASA 1·131E Series 2000 G·RETA, is being flown by Peter Kosogorin.

The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica G·ASPP.

Left: Part of the collection owned and flown by Peter Holloway is this Focke Wulf FW.44J Stieglitz (D· 2692) , G·STIG. 20

AUGUST 2008

Light Plane Heritage

ORIGINALLY PUBLISHED IN

EAA Experimenter

DECEMBER 1991

Remember the Klemm

Part II

BY BOB WHITnER

The baron"w~s ft:Q.lQ..the front co"ckpit for the benefit of news c~~eras: The"'plane was normally flown solo from the rear cockpit. The stabilizer is not in place because the ship was in the process of assembly. Note the large, slow-turning propeller.

ast month we described the Klemm light plane that was built in Germany during the 1920s. We told of two men who flew one of these 20-hp aircraft from Germany to Budapest and back again in the wintertime . Bad weather dogged their journey-sometimes they flew nervously under low clouds, and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery. This flight showed that small planes could in fact travel

long distances . Now let's consider t h e flight in a similar Klemm made by one Friedrich Karl Freiherr von Koenig Wartha usen. Freiherr is the German word for baron. Koenig-Warthausen (pronounced KAY-nig WORT hous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany. Educated in England and at the University of Ber lin, he spoke German, Englis h , French, Spanish, and a smattering of other languages. At the age of 19,

Editor's Note: Longtime aviation enthusiasts will recognize the byline of Bob Whittier. Bob has been a regular con tributor to EAA publications since the founding of the organization, as well as a knowledgeable author for other avia tion and boating magazines. Bob's Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF 22 AUGUST 2008

he made a motorcycle trip around Germany, during which he came down with pneumonia. He passed the weeks of recuperation reading aviation books and developed a strong interest in flying. Upon graduating from college in 1929 at the age of 22, he decided to learn to fly. His conservative father was very much against this, but his aviation minded mother supported it. Eventually, the two of them managed to win the father's consent. They traveled to the town of Bbblingen, south of Stuttgart, to see Hans Klemm about ordering one of his increasingly popular L.20 planes . And now we are about to go back in time and recall a kind of aviation that, for better or worse, no longer exists. To best follow this story, get a good atlas that shows

circle 28 miles across. At that time in Germany, a trophy known as the Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year. F.K. decided to go after it. In contrast to his heavyweight name, he was a person of so slight a build that he could have blended right into a gath ering of jockeys. Because this likely kept him from engaging in rough athletic competition, perhaps he saw the Klemm as a way to prove his manhood. It's certain, however, that his light stature helped the plane do what it did with him onboard. It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow. More experienced pilots sought

The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin, and it was there that F.K. learned to fly.

both cultural and topographical details. For the sake of brevity, we will refer to the young baron from now on as just plain F.K. The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin, and it was there that F.K. learned to fly. After only 12 hours of solo flight, he qualified for his private pilot license. If this seems incredible, remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground. Its long wing and fuselage made it a docile plane. The only instruments were an altimeter and basic engine gauges. A pocket compass was used for navigation. The thick, high-lift-but-low-drag wing afforded a glide ratio of 14-to-l, which means that if the engine stopped at a height of 1 mile, the pilot could set down on any available clearing inside a

to dissuade him from trying this because they were concerned about his limited flying time. But no, he wanted to win it! A SO-gallon auxiliary fuel tank was installed in the Klemm's front cockpit, giving the ship, with its 20 hp opposed twin Mercedes engine, a range of about 2,200 miles at around 45 miles per gallon. This was deemed more than adequate for the I,OOO-mile trip between the two cities. He waited until weather forecasts showed he'd have a good tail wind and took off from Berlin at midnight on August 9, 1928. InCidentally, this would be his first night-flying experience. The tail wind pushed him along at a nice groundspeed . In formation on the Klemm available today gives cruis ing speeds of as low as SO mph and as high as 70 mph. It was a clear, beautiful night, and at dawn he VINTAGE AIRPLANE

The baron, standing on a platform , explains details of his 20-hp Mer cedes engine t o an interested friend . The engine had four valves per cyl inder, hence the double exhaust stacks. The round housing behind the propeller hub covers the reduction gear.

passed the city of Danzig, which is now Gdansk, Poland. This was four hours out and 250 miles from Berlin, which works out to a groundspeed of 62 mph with the tail wind, so an airspeed in the 50s seems likely. Then the weather turned rainy, but at least it was now daytime . Poor visibility forced him down to about 100 feet. After flying for 14 hours, he was miserably tired, wet, and cold. Weary of it all, he landed on a farm field near an ob scure Russian village. This happily turned out to be only 10 miles from Moscow. During the long flig ht, a thermos of hot tea had worked its way out of reach, so his first act was to get at it and eagerly down its warming contents. Villagers seemed to think that he was per haps refueling himself, or else cel ebrating his safe return to earth. That done, he asked to be taken to a phone so he could call the German consul in Moscow. This gentleman obligingly drove out to pick him up and take him into the city. Once at the consulate, EK. ate a hearty meal and slept for 20 straight hours. 24

AUGUST 2008

Russian aviators gave him quite a reception, and he remained in Moscow for several days. In the course of talking aviation with them, one of them began extol ling the great flying conditions to be found in the southern part of that vast land. This intrigued EK. so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan, some 1,200 miles south-southeast of Moscow. So on the morning of August 13, he took off and set course over the seem i ngly endless Russian countryside, fo llowing a railroad in the absence of good maps . The route led past the soaring peaks of the Caucasus Mo u ntains, one of which was Mount Elbrus, the highest in Europe at 18,481 feet above sea level. He worked his way between the peaks at alti t udes of 12,000 to 13,000 feet. For a while a pair of very large eagles flew alongside him, some times coming so close that he feared they intended to attack the Klemm . His account of these

long flights, as told in his book Wings Around the World (G .P. Put nam's Sons, London and New York, 1930), says nothing about the plane being eqUipped with a relief tube. Either he took along a tin can or had a phenomenal rest room range! In Baku he had his first contact with Asia, finding the people no ticeably more relaxed and outgo ing than Europeans. While in Baku he met the German consul from Tehran in Persia (now Iran), who was in town on business. The con sul invited EK. to visit him in Teh ran. Since it was a comparatively easy 300 miles south-so u theast from Baku, and the route would most ly follow the southwestern shoreline of the Caspian Sea, EK. accepted the invitation. His departure was delayed by an odd bureaucratic foul-up . In the course of making out a visa ap plication, the word "not" was in advertently left out. This made it appear to horrified officials that he was carrying a radio, camera, and machine gun . The foreign devil was surely a spy! EK. finally con vinced them that he was an inno cent tourist, and they let him go. While following the Caspian shore line, he found himself fly ing alongside a flock of thousands upon thousands of pink flamin goes, some of which almost col lided with the Klemm. He made a rest stop at a re mote town called PachlewC which was surrounded by dense forest. As he was about to touch down he saw that the runway was ob structed by many wild hogs that had wandered out of the woods. The Klemm's low speed and con trollability enabled him to avoid striking them. Someone passed along the un welcome information that malaria was rife in that town, so he was anxious to be on his way. How ever, he did take time to repair a native's phonograph; the man was so grateful that he insisted on loading the Klemm's cockpit with

fine cantaloupes. Another person told him that it took a week to travel from Pachlewi to Tehran by camel, 14 hours by car, and four hours by airplane. Once aloft, F.K. decided the load of cantaloupes crowded his already cramped cockpit too much. So, pretending he was flying a bomb ing airplane, he dropped them over the side one by one, choosing targets such as shrubs and rocks. As each in turn splattered far from its intended target, he learned that aiming bombs involves much more than guesswork. While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West, just as they had done for many gen erations. He began to realize how miraculous it was to be magic carpeting along even in such a slow plane as the Klemm. Thirty miles from Tehran he ran out of gas, having decided it would be easier to get over high mountain passes if he didn't top off the big tank. He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 B.C. After a while he spotted a car in the distance. Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage . Once convinced that the plane and pilot were real, he gave F.K. 2 gallons of gas. The young pilot decided to wait in the shadow of the plane's wing until later in the day when the air would be cooler and easier to fly in. Many natives crowded around what was the first airplane most of them had ever seen close up. Hav ing curious natives poke holes in the fabric proved to be a problem everywhere he went. At airports, he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with

Baron von Koenig-Warthausen in the cockpit of his Klemm. Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke.

egg whites. How about that, FAA? Once in Tehran he thought he'd stay for several days and then start for home. But he ended up stay ing there a month, learning much about the ancient country of Persia and its people. He was introduced to the Shah, who invited him to come along on several hunting trips. While the novelty of travel ing by newfangled airplane had something to do with it, his status as a real live baron probably also helped to open doors. In 1929, the Persian air force consisted of 30 planes, each one a different make or model! There were only two railroads in this en tire vast country. One was 3 miles long and the other 12. The nearest railroad to Tehran was 600 miles away, he was told. Since the only way he could get to ride home in comfort was to fly that distance, he figured he might as well press on and explore more strange lands. Someone suggested he go to Bushire on the Persian Gulf, just 500 miles south of Tehran. So he hopped off early on the morning of September 23, intending to make a stop at the ancient city of Isfahan about halfway to Bushire.

Isfahan at that time was rarely vis ited by tourists and was said to be a fascinating place. It had been a political, religious, and commercial center since time immemorial. On the way there, F.K. found himself flying at 6,000 feet over beautiful, mountainous country and also dealing with a fuel trans fer pump that refused to work. Again, the Klemm's low landing speed proved to be a lifesaver, for he was able to set down on a small patch of smooth ground. By si phoning gas out of the big tank, he was able to top off the plane's gravity-feed tank and continue on his way. During this and other forced landings, another of the Klemm's features proved invaluable. It had a kick-starter operable from the rear, solo-flying cockpit. Details are elusive, but it seems to have consisted of a pedal, cable, and ratchet arrangement. Isfahan lived up to its reputa tion. Its "airport" was a strip that ran right through the middle of a large cemetery. It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops. The exVINTAGE AIRPLANE

quisite works of highly skilled silversmiths could be bought at flea-market prices. After three days of sightseeing, F.K. took off for Shiraz, about 100 miles inland from and northeast of Bushire. A friend from Ger many was now living there, and he wanted to pay him a visit. This flight required traversing a moun tain range with peaks that soared to 14 ,000 feet. He encountered winds and downdrafts so strong that he could not coax the plane through the passes, so he set down on a patch of sand he sighted on the slope of a mountain. The plane rolled to a stop just 60 feet from the edge of a precipice. So there he was, very much alone, without food or water, and with the thermometer reading 100 degrees. According to his map there was a small Village about 25 miles away. He spent four hours burning away shrubs to clear a path for taking off. Late in the afternoon the wind settled down enough to encourage him to at tempt a takeoff. He kick-started the engine and eased the throttle forward. The plane didn't budge; its thin, high-pressure tires had cut deeply into the sand. He clambered out of the cockpit, opened the throttle a little, and jumped down on the sand to push it in hopes of getting the plane moving. Alas, he had opened the throttle a little too much and, as soon as the ship started to roll, it accelerated and almost got away from him before he could scram ble up onto the center section and kill the ignition. He finally got the plane to move ahead with him in it but could not achieve flying speed be fore coming dangerously close to the edge of the precipice. So he scooped pits in the sand in front of the wheels, rolled them into it, and pushed sand back into the pits to "tie down" the Klemm. Then he set out on foot along a faint path that he hoped would lead to the village shown on his 26

AUGUST 2008

map. By that time night had come, the air had cooled off considerably from the daytime temperature of 100 degrees, and a bright moon was shining. After a while he made out in the moonlight what looked like a fort on a slope above him. Nobody answered when he called so he kept moving. Finally at dawn he reached the Village and its in habitants. Later on one of them told him that he had indeed seen an old fort. It had become the headquarters for a gang of bandits, and very fortunately they were do ing business elsewhere when he happened along. He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz. The "road" was incredibly rough, and they repaired 14 flat tires along the way. In Shiraz, he looked up his friend, who loaded a wheezy Ford with provisions for the trip back. It took 24 hours for F.K. and his friend to reach the Village and then four days to reach the plane by horseback . A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path . The nights were cold, and the two Europeans were very grateful for the natives' way of coping with this. For their evening cooking they made fires in what seemed like un necessarily long pits scooped out of the sand. When it later came time to go to sleep, they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night. The natives talked a lot in their local dialect while they worked. F.K.'s friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway! He later told F.K. that the expressions of aston ishment that came over their faces when it did in fact become airborne were really something to see! Once in the air, F.K. headed for

Shiraz. While en route he circled several times over the ancient ru ins of Persepolis for some aerial sightseeing. In Shiraz, he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam. The subsequent flight to Bushire took F.K. over some very wild and arid country. In trying to get over yet another range of 13,OOO-foot mountains on a par tial and therefore light tank of gas, head winds caused him to run out of fuel. Upon landing close to a tiny Village, he found him self surrounded by a group of not very-friendly-looking natives who promptly took him to the local sheik's house. There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was inter rogated at length . Who was he? What was he doing in their land? Finally the tribunal seemed con vinced he was a friend and not an enemy and became quite cordial. F.K. began to realize how primi tive these people were when he discovered they had never seen a wristwatch, compass, or map. It took two days to fetch gas by camel. As F.K. was pouring it into the Klemm's tank, the sheik asked if he might have a small bottle of it. F.K. obliged ... and was aston ished and horrified when the fel low downed a generous swig of the stuff. It seemed these people considered gasoline to be the very best cure for whatever ailed them. The other men asked for some, too, but EK. felt he really could not spare that much. When he then drained and replaced the engine's crankcase oil, they asked if they could have the old oil. Assuming they wanted it for some utilitarian purpose, he gave it to them and was appalled to see them divide up and then swallow the dirty stuff. Then and there he decided he must quickly take off and get well away from that weird crowd. You see, the little Mercedes engine was lubri cated with castor oil! .....

Arthur Melvin Moose Mt. Pleasant, NC

• World War II veteran • Pilot fo r over 50 years • Wright Brothers Master Pilots Award Winner

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BY ROBERT GLOCK

Troubleshooting techniques Learning the system Editor's Note: We're pleased to introduce Bob Lock as a regular columnist for Vintage Airplane. Many ofyou have seen Bob's work within the pages of the Travel Air Restorers Association newsletter. Bob has agreed to share his experi ence with our Vintage Aircraft Association membership on a regular basis. A winner of the FAA's Charlie Taylor

he ability to effectively troubleshoot, diagnose, and repair problems is a gift from experience gained over the years of being an aircraft me chanic and always seeking the reason why the problem occurred in the first place. Over the years I have had the opportunity to meet many legendary pioneers, both mechanics and pilots. I was al ways interested in what had made them successful. One famous person I have known for many years is retired U.S. Air Force Gen. Chuck Yeager. Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l. But there were other traits of the man who broke the sound barrier that set him above the rest. He learned each and ev ery system on the revolutionary Bell experimental aircraft and thus knew how it functioned. On a camping trip several years ago into the high Sierra Nevada mountains of central California with his brother, Hal, I quickly learned why Chuck had been so successful. Chuck told me, "If you don't know how it works and what it does, then how in the heck can you fix it?" 28 AUGUST 2008

Master Mechanic Award, Bob has worked as an airframe and powerplant (A&P) mechanic and A&P instructor for his entire professional life. If you have a technical question you'd like answered, please feel free to drop us a line here at EAA headquarters, and we'll pass it along to him. Wel come, Bobf-HGF <? ~

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CON TINENTAL W670·6A SERIES AIRCRAFT EI'-K;l1\€.

FIG 20

Figure 1: The magneto schematic diagram for a Continental W-670-6N radial engine.

Chuck would borrow a G35 Bo nanza that belonged to a friend and fly it to various parts of the country. Being manufactured in

1956, the aircraft had an alumi num Beech electric constant speed propeller that was factory installed. On one particular trip

Figure 2: A common magneto switch from before World War II.

the prop would occasionally not stay in the constant speed mode of operation. After his return, I went to visit Chuck, and he de scribed the problem in complete detail. Then he took out the main tenance manual, turned to the ap propriate page, and proceeded to describe exactly how the system worked and how to fix the prob lem by cleaning and filing the points in the relays . That is the se cret of troubleshooting problems with airframe and powerplant components. Know how the sys tem works, diagnose the problem in detail, look at the schematic (in this case), and fix the problem. Since this column deals with the older aircraft, we'll use the small Single-row air-cooled radial engine for discussion. My experi ence is primarily with Continen tal, Wright, Lycoming, and Pratt & Whitney engines and small bits with Warner, Kinner, and Jacobs engines. Years ago I even worked on a Jacobs L-3, a three-cylinder radial engine installed in a Spar tan C2-60. However, the ignition systems are very similar, with the exception of a magneto battery system on the Jacobs. Now let's look at a complete sys

tem to see how all the components fit together. The schematic diagram is copied from the operating and maintenance instructions for a Con tinental W-670-6N radial engine. It is a good example of what an entire ig nition system looks like. In this case the magnetos are Bendix SF7, since these magnetos are approved for the W-670-6N. If Bendix-Scintilla mag netos were used, the engine would be a W-670-6A. (See Figure 1.) A pOint made previously dis cussed knowing the system and how each component within the system works, which makes trou bleshooting easier and the outcome to a problem quicker to reach. In the system schematic men tioned earlier, most engine in stallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes. When the lever in the cockpit was moved to the RETARD position on the quadrant, the breaker assem bly was rotated on the cam for a specific number of degrees, which caused the breaker points to open later, or when the piston in the number 1 cylinder was approach ing the top dead center position. When the engine started, the le

ver was moved to the ADVANCED position; that caused the breaker points to move opposite on the cam, thereby causing the spark to occur at the fully advanced po sition, which was 24-32 degrees before top dead center, depend ing on the type of engine. The control lever was set at the fully advanced position for all normal flight operations. MAGNETO SWITCH: A rotary switch that either grounds or opens a circuit to each magneto. When the switch says OFF, both magnetos are grounded. (See Figure 2.) With the engine running at idle speed, turn the switch to the OFF position and the engine should quit. If it doesn't you have a hot magneto. When the engine is running the switch reads BOTH. The ground cir cuit to each magneto is open. When you check the magnetos, moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate. Conversely, when the switch is placed to RIGHT, it grounds the left magneto so only the right magneto will operate. The switch is connected to the magnetos through a wire that is actually con nected to the Primary coil. Thus we call these wires the lip" leads. Again VINTAGE AIRPLANE

Coil

1Ji===~iii!<--- ASBESTOS WASHER

(About 180 turns no. 18 wire)

SPARK PLUG TERMINAL

V1'r--CERAM~CL~~IAIING TERMINAL CONTACT 1I'I'b!N---:7-...,...- CEMENT OUTSIDE INSULATION

W NT'---- SIUMENT SEAL ~

_ MICA CIGARETTE

"""H--- ASBESTOS WASHER ~t--- SILLMENT SFAL

SHEU

~~- INSULATOR CASKET

Figure 3: This isometric drawing shows the components of a typical magneto. A magneto generates a high-tension spark using the prin ciples of induction and requires no external power source.

BASE

INSULATOR

&11:-+-- CENTER ELECTRODE ................<---- GROUND ELECTRODE 4PlHlfjGS

Figure 4: The spark plug on the left is a non-shielded type, while to the right is a fully shielded plug.

thusly : I -I, 2 -3, 3 -5, 4 -7, 5 -2, 6 -4, 7-6. On the ends of the harness leads are wire spring coils called"Cigarettes." The cigarettes trans fer spark from the leads to the spark plug. The opposite end of the lead is connected to the distributor block in the magneto. This COLD HOT installation is a Figure 5: The reach and length of the center "high-tension" sys electrode combine to determine the relative tem tem, meaning the perature at which a spark plug operates. This illus high-in tensity spark tration from Advisory Circular AC 43-13-18 shows leaves the magneto, how heat is conducted within the plug. travels through the harness to the spark it is these wires that open (ground) plug, then jumps the gap in the plug the magneto. to ignite the fuel/air charge in the HARNESS LEADS: In the sche combustion chamber. matic shown in Figure 1 note that MAGNETO: A magneto is es the right magneto leads are con sentially an engine-driven AC nected to the front spark plugs, and generator that uses a permanent the left magneto leads are connected magnet as a source of energy. It to the rear spark plugs. The firing is a self-contained unit requir order of the magneto (for a seven ing no external electrical source. cylinder engine) is 1-2-3-4-5-6-7. The The magneto develops high volt engine firing order is 1-3-5-7-2-4-6. age that forces a spark to jump Therefore, the only harness lead that across the spark plug gap in each is common is the number 1 cylinder. cylinder combustion chamber. The harness leads t hen are routed The magneto operation is timed from the magneto to the engine to the engine so the spark occurs 30 A U G U ST 2008

r~-+--CERAMI C

only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke. (See Figure 3.) When troubleshooting the igni tion system, the problem could be anyone of the components. Isolat ing the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot. We'll discuss troubleshooting problems in the next installment of this column. Both Scintilla VMN and Ben dix SF7 magnetos had a manual spark advance for easier starting of the engine. The breaker points were rotated to change the point where magneto firing occurred , thus retarding the spark closer to top dead center of piston travel. Scintilla manufactured an au tomatic advance magneto, the VMN-7DFA, the letter A indicating automatic advance. This system made for easier engine starting with no "kickback," as the shaft in the static position was auto matically retarded 12 degrees. When the engine was running, the spring-loaded shaft automati cally advanced the spark to what the engine manufacturer specified . When checking ignition timing it's always a good idea to look at

TAiLWW66LS

FLY WirW

A FQi6l\JD VINTAGE AI RPLANE

3 1

the data plate on Scintilla mag netos to see if the automatic advance feature is installed in the unit. SPA RK PLU GS: It is im portant to match the original equipment manufacturer's (OEM) recommendation on spark plugs. This data can be found in the Engine Specifica tion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA). Do not substitute a plug type without specific approval, as there are several factors that determine precisely what part number spark plug is used. Basi cally there are two types of spark plugs, the unshielded and the shielded. The unshielded plug is rarely used because of radio in terference; the shielded type is more desirable. However, it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding. Another consideration is "reach,1I which is the length of the threaded portion of the plug. (See Figure 5.) Also heat range is another factor. There are "hot and "cold plugs. The OIL SfJMP DRAIN term "hot indicates the plug does not conduct heat away as quickly as a "cold plug, which rapidly conducts heat away from the plug. Figure 6: The Continental R-670-4 engine with Bendix SF7 magnetos and Consult FAA Advisory Cir non-shielded spark plugs. Photo from Continental Motors Corporation's "Op cular 43.13-1B, Chapter 8, erating and Maintenance Instructions" for the R-670-4 aircraft engine dated paragraphs 8-15, for more data March 1941. on aircraft ignition systems. OEMs offer a chart showing approved plugs for specific bleshoot airframe and powerplant technician training programs. Just engines. problems, in addition to learning go look at the mandated curricu There will be more on the com the systems, one must be able to lum in Federal Aviation Regulations ponents in detail in our next edi diagnose the symptoms. Inspection Part 147. So where does the knowl tion when we troubleshoot the is most important; don't be afraid edge and practical experience come ignition system. The troubleshoot to probe, push, pull, shake, and from? From the older generation ing will be specific to Single-row think out the problem. The days of mechanics. We must pass along radial engines: the Wright R-760 , are over when you can pull up to a our experience to those young Continental R-670, Pratt and Whit fixed base operator and have some A&Ps who desire to follow in our ney R-98S. The Lycoming R-680 en one there troubleshoot a problem footsteps. Now is the time to show gines had a dual magneto, but the on your 1929 airplane. Take it from them the way. basic ignition system was the same me, the FAA has deleted or lowered Next issue, the American Bosch as a Continental system. knowledge levels for all older com magneto and the history of the To adequately learn how to trou ponents and structures in the A&P magneto. ~ ll

AUGUST 2008

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L-4 CUB 1 finished my 1942 L-4 Cub about a year ago with the help of several members in my local EAA Chapter 64, then 1 flew it across the coun try for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer re search (I am a brain cancer survivor). The old Cub warbird flies hands-off in level flight, and I could not be happier. Brian "Brain" Kissinger www.FirstGiving.comlbrainsflight and www. BrainsFlight.com

BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft Debonair to like-new condition. The plane features an 10-470 260-hp engine, horizontal situation indicator, JPI, S-Tec 55 (alt hold and tracking), and an MX20 with a com plete UPS radio stack. It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit. Our Little Debbie is a very nice ride. Jim Deutsch

Punta Gorda, Florida

STINSON 108-3 NC558C was forced into a complete restoration after en countering severe turbulence in May of 2007. Electing to modify the original item resulted in adding a one-piece wind shield, observer doors, and numerous other improvements designed to improve 558C's overall reliability and perfor mance while keeping the end result as stock "Station Wagon" as possible. Dave Ormond and I flew the first of three test flights in March 2008. It has accrued 27 hours since. A special thanks to Dave for his guidance and crafts34

AUGUST 2008

manship and of course Duane Bostrom for a great job in shooting the paint and detailing recommendations. NC558C is powered by a Franklin 6A-335-B1 spe cially built by Greg Lucas of e.G. Lucas Co. It trues out at 121 knots using 9.5 gph at 8,500 feet, with a 985 pounds of useful load. Takeoff, landing, and climb per formance is truly best defined as outstanding. Mark Meiggs Oakdale, California

WHAT OUR MEMBERS ARE RESTORING Are you nearing completion of a restoration? Or is it done and you're busy flying and showing it off? If so, we'd like to hear from you . Send us a 4-by-6 inch print from a commercial source (no home printers , please- those prints just don't scan well) or a 4-by-6 inch, 300.<Jpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you ' re on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you 'd like to make the photos smaller, say no.) For more tips on creating photos we can publish, visit VAA's website at www. vintageaircraft.org. Check the News page for a hyperlink to Want To Send Us A Photograph? For more information , you can also e-mail us at vintageaircraft@ eaa.org or call us at 920-426-4825.

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VINTAGE AIRPLANE

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF

TED BUSINGER, SALEM, ARKANSAS.

We should mention that the previous two images from Ted's collection were originally taken by his friend Roy Russell. Roy was a young man during the early years of aviation, and he often had his camera with him as he visited the airfields in southern California. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer

needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to MysteryPlane@eaa.org. Be sure to in足 clude your name plus your city and state in the body of your note and put" (Month) Mystery Plane" in the subject line.

MAY'S MYSTERY ANSWER

Here's a side view of the landis-Earle 101, our May Mystery Plane.

36 AUGUST 2008

We had but two responses to our May Mystery Plane; here's our note from Wes Smith of Spring fie ld, Illinois. "Wild guess. After much thought and searching, could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101? As in George L. Landis and Blodgett Earle. Aerofiles.com mentions a two-place, cabin, high-wing monoplane con structed by Landis and Earle (4633 Cramer St., Milwaukee, Wisconsin) in 1934. The 101 was powered by a 90-hp Cirrus and was apparently

registered as NR or NC 13657. The wings were modified from a Pheas ant Traveler, and at first I thought the aircraft was a Pheasant or per haps some sort of modified Ogden or even a Polish RWD-4." Right on the money, Wes! For rest Lovely of Jordan, Minne sota, pointed out the lineage of the Pheasa n t and the fact that we had printed the photo back ward . In fact, the pr int we have is backward, and sure enough, we scanned it and d u tifully repeated the mistake! ......

Subscribe to e-Hot Line, EAA'sfree weekly members-only electronic newsletter. To start receiving e-Hot Line this week, visit the members-only site at www.eaa.org, or simply click on the "Subscribe to e-Hot Line"box on the home page. ~)

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It's called rejuvenation, and it works great with real dope finishes. Spray our rejuvenator over aged dope; it soaks in and restores flexibility for years of added life. It can even hide hairline cracks. And no finish has the foot-deep luster of authentic polished dope. Roll back the calendar on your plane's finish!

800-362-3490 RandolphAircraft.com VINTAGE AIRPLANE

This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website. To submit an event, or to view the most up to date list, please visit the EM website at www.eaa.org/calendar. During 2008, we'll publish this calendar as we transition to an all-web based calendar for 2009. This list does not constitute approval, sponsorship, involvement, control or direction of any fly-in, seminar, fly market or other event. August 10 - Queen City, MO - Applegate Airport. 21st Annual Watermelon

Stearman Fly-In . Programs on Stearman history, technical

Fly-in and BBQ 2:00 PM ·Dark. Come and see grass roots aviation at its best. Info: 66()'766-2644 or 660-665-0210 or ccpha@nemr.net August 10 - Chetek, WI - Chetek Municipal Southworth Airport (Y23)

seminars on flying and maintenance , flying contests , Dawn Patrol ,

Annual BBQ Charity Fly-In 10:30 - 3:30 pm Modern, Antique, Unique planes and Warbirds. Antique and Collector cars. Children activities and airplane ride raffle. Water ski show to follow. www.hydroflites.com Contact info: Chuck Harrison 715456-8415, charleytango@yahoo.com Tim Knutson 651·308-2839, n3nknut@citizens-tel.net August 10 - Chetek, WI - Annual BBQ Charity Fly-In. (Y23). Modern , Antique, Unique planes and Warbirds. Antique and Collector cars . Children activities and airplane ride raffle . Water ski show to follow. www.hydroflites.com. 10:30-3 :30 pm . Contact: Chuck Harrison , Phone: 715-456-8415 , charleytango@yahoo.com August 16-17 - Oshkosh , WI - Good 01 ' Days . Pioneer Airport. Vintage aircraft and car demonstrations ; send a piece of airmail and play an old-fashioned children's game! Fun for the whole family. Included in museum admission . 1()'5 pm. Contact: Kathy Hanson , Phone: 920-426-6135 , Email: museum@eaa.org

lunchtime flyouts , pizza party and Labor Day evening picnic . Awards banquet on Saturday night and a Sunday morning airport breakfast. Contact: Jeanne Conlon , President, Phone: 309-343 6409 , Email : stearman@stearmanflyin .com September 4-7 - Greenville , ME - 35th International Seaplane Fly In . Maine Dept. of Inland Fisheries and Wildlife Stobie Hangar. For more info visit www.seaplanefly-in.org September 12-14 - Hammondsport, NY - Glenn H. Curtiss Museum ' s Annual Seaplane Homecoming. Featuring the first flight of the Curtiss "America" . Seaplane rides , The Glenn Curtiss Salute seaplane parade, boat cruises on Keuka Lake, vendors and exhibitors, period dress contest, and much more. " Dining with Glenn " dinner Saturday evening. Registration includes access to the museum all weekend. Contact: Glenn H. Curtiss Museum , Phone: 607-569-2160, Email: info@glennhcurtissmuseum .org September 13-14 - Auburn, IN - Midwest Stinson Fly-in . VAA Chapter 37 (GWB). Pancake breakfast and Young Eagles in the morning

August 17 - Brookfield, WI - Fly-in/ drive-in and Ice Cream Social at Capitol Drive. Capitol Drive Airport (02C) . Antique aircraft and autos, ice cream and sundaes . Start Time: 12:00-5 pm. Contact:

with a Midwest fish and chicken fry on Saturday evening. Visit one of the 3 local museums (Auburn , Cord , Duesenberg Museum/WW II Victory Vehicle Museum/ Hoosier Warbirds

Jim Brown, Phone: (262) 895-6282, Email: jb1910@wi.rr.com August 22-24 - Brampton, ON , Canada - Bellanca-Champion Club East Coast Fly-In . Brampton Airport (CNC3). Get your passport

Museum) for a great day. Vintage cars and motorcycles will also be on hand. Camping/ local motels available. Contact: Tim Fox, Phone: 260-437-7702, Email : tim@flyingshepherds.com

now! Our annual East Coast Fly-In will have an international flavor this year. Contact: Robert Szego, Phone: 518·731-6800, staff@

September 13-14 - Weirwood , VA - Great War Aerodrome WWI Fly-in. Campbell Field (9VG). A WWI themed fly-in . Come see WWI

bellanca-championclub.com. Online registration at www.bellanca

replicas , models and re-enactors. Meet historians and collectors . Replica owners and vendors should ontact: Robert Waring, Phone: 703309-7596, Email: greatwaraerodrome@yahoo.com September 1 9-21 - Troy, OH - WACO Field (lWF) Annual WACO Fly-in

championclub.com

August 23 - Delaware, OH - EM Vintage 27 Fly In Breakfast. (DLZ). Fly-In Breakfast. 8-10 am. Contact: Woody Mcintire, Phone : 6145652887 , wjmcintire@cs.com August 23 - Valle-Williams, AZ - Grand Canyon Valle Airport

(40G) Uust 25 miles south of Grand Canyon!). Fourth Annual "Thunder over the Coconino " Fly-In Sponsored by EM Chapter 856, 8-4 pm. $10.00 per plane (includes entrance fee for Planes of Fame Museum). Contact: Norm Gobeil , (928) 635-5280, info@ valleairport.com , www.valleairport.com August 23-24 - East Livermore , ME - Bowman Field Fly-In. Bowman Field (Bl0). Family fun weekend , Aircraft , flea market, games for kids, camping and lots of "Airport Camaraderie. " Seaplane ops allowed. If you have wheels , floats , or a hull we will see you there. Contact: Kenny Lyman, Phone : 207-897-5104, Email: kasl@megalink.net August 30 - Marion , IN - Marion Municipal Airport (MZZ) 18th Annual Fly/ In Cruise/In. 7:00 am -2 :00 pm . Antique, classic , homebuilt, ultralight and warbird aircraft and vintage cars , trucks , motorcycles , and tractors. AII-you-can-eat pancake breakfast; all proceeds go to benefit Marion High School Marching Band . Website : www.FlylnCruiseln .com. Ray Johnson - (765)664-2588

September 1-7 - Galesburg, IL - National Stearman Fly-In. Galesburg Municipal Airport (GBG). All About Stearman! 37th National

38 AU G U ST 2008

at Historic WACO Field 8-5 Saturday and 9-4 Sunday. Pancake Breakfast Sat. , WACO rides all 3 days , Parade of WACOs Sat., Museum tours, food and fun. Benefits the WACO Historical Society. For more information contact John Schilling at john . schillingwaco@yahoo.com or Karen Purke at karenpurke@woh . rr.com September 19-20 - Bartlesville, OK - 52 Annual Tulsa Regional Fly-In , Contact 1-918-622-8400, www.tulsaflyin.com September 19-21 - Coffeyville, KS - Funk Aircraft Owners Association Reunion . Coffeyville Aviation (CFV). Gathering of Funk Aircraft from around the country. Buddy rides, Balloon Burst, Bomb Drop, Spot Landing Contests (weather permitting) and lots of 'hangar flying" . Free admission. Contact: LaNell Brown, Phone: 903-461 1304, Email: brownrl@geusnet.com September 20 - Delaware , OH - EM Vintage 27 Fly In Breakfast. (DLZ). Fly In Breakfast Start Time: 08 :00 End Time: 10:00 Contact: Woody Mcintire, Phone: 6145652887 , Email: wjmcintire@cs.com October 3-5 - Camden , SC - Woodward Field (KCDN) VAA Chapter 3 Fall Fly-In . All Classes Welcome! BBQ on field Fri Eve. EAAjudging all classes Sat. Awards Dinner Sat night. Info: Jim Wilson, 843-753-7138 or eiwilson@homexpressway.net

Something to buy, sell, or trade?

GET THE SKILLS

TO GET IT BUILT

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 (Le., January 10 is the closing date for the March issue). VM 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 (9204264828) 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 corres pondence to EM Publications Classified Ad Manager, P. O. Box 3086, Oshkosh, WI 54903-3086.

AIRCRAFT D. Trone Aircraft Collection - Thunderbird W-14, WACO DSO, Challenger KR-31 , Command-Aire, Bird, Lincoln Sport, Polson Special (Daugherty), Snyder Baby Bomber, Corben Super Ace, Nieuport 11. Photos at www.dtroneaircraftcol/ection.com. Sales: eftrone@dtroneaircraftcollection. ~ , 217~-7501

ENGINES D. Trone Aircraft Collection - Engines: Gnome Rotary, Harroun, Sturtevant, Curtiss OXX-6, Curtiss V2-C3, Curtiss K-12, Wells-Adams, Michigan Rover, Kemp, LeRhone Rotary, Globe Aero, Milwaukee Skymotor, Lenape Chief, Lenape, Lawrence WWI, Cleone, Long Harlequin , Lincoln Light. Photos at www.

dtroneaircraftcollection.com. Sales: eftrone@ dtroneaircraftcollection.com, 217-632-7501

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

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND

BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS

BEGINS Augusl 23-24 August 23-24 September 5-7 September 5·7 September 6-7

DURATION 2days 2days 2 ~ days 2 ~ days 2days

September 6-7 September 12-14 September 19-21 September 26-28 September 27-28

2days 2 ~ days 2 ~ days 2 ~ days 2days

October 4-5

2days

REAL ESTATE Hangar site suitable for 5O'x SO' hangar. Located at a growing Orlando Apopka Country Airport in central Florida. This airport has a newly expanded runway. Site is close to the FBO and runway. Airport has a newly formed EAA Chapter with numerous homebuilts. $l35K OBO. Call Pilot Properties at 407-268-4950.

COURSE DESCRIPTION Electrical Systems, Wiring & Avionics Von's RV Assembly TlG Welding Repairman (ElSA) Inspection Airplane Denver Workshop Event· Electrical Systems, Fabric Covering, Sheet Metal, Test Flying, and What's Involved in Kitbuilding Von's RV Assembly Repairman (ElSA) Inspection -Airplane Repairman (ELSA) Inspection -Airplane Repairman (ElSA) Inspection -Airplane Northeast Workshop Event Composite Construction, Fabric Covering, Electrical Systems, Sheet Metal, Test Flying and What's Involved in Kitbuilding

LOCATION Frederick, MD Oshkosh, WI Griffin, GA Broomfield, CO Redstone College Broomfield, CO

West Coast Workshop Event Composite Construction, Fabric Covering, Electrical Systems, Sheet Metal, Test Flying and What's Involved in Kitbuilding

Flabob Airport Riverside, CA

VISIT WWW.SPORTAIR.COM OR CALL 1·800·967·5746 FOR DETAILS

EAA SportAir Sponsors:

SERVICES Always Flying Aircraft Restoration, UC A&P loA.: Annual, 100 hr. inspections. Wayne Forshey 740-472-1481 Ohio - statewide.

Riverside, CA Oshkosh, WI Riverside, CA lantana, Fl Daniel Webster College Nashua, NH

a:,..

WORKSHOPS

- -iro-

www.polyfiber.com

.~. ~

www..aircrafispruce.com

V I N T AGE A I RPLA NE

Membershi~ Services VINTAGE

AIRCRAFT

ENJ OY THE MA NY BE NEFITS OF EAA AND ASSOCIATION EAA 's V INTAGE A IRCRAFT ASSOCIATION OFFICERS Vice-Preside nt

President Geoff Robison 1521 E. MacG rego r D r. New Haven, IN 4677 4 260-493·4724

, ilie{702S@aol.com

George Daubner

2448 Lough Lan e

H artfo rd, WI 53 02 7

262-673-5885 gdaubller@eaa.org

Secretary Steve Nesse

Treasurer Charl es W. Harri s

2009 High l an d Ave. Albert Lea, M N 56007 507-373-1 674

72 I 5 East 46th St.

Tulsa, OK 74147

9 18-622-8400

cwh@h v5u.com

sbles@deskm edia.com

DIRECTORS St eve Bender 85 Brush H ill Road Sh erborn , M A 0 1770 508·65 3·7557

Dale A. Gustafson

7724 Shady Hill s Dr.

Indian apolis, IN 46278

3 17-293-4430

sst l O@comcast."et

dalefaye@msl1.com

David Benn ett

Jea n nie Hill

375 Killdeer Ct Lincoln, CA 95648 9 16·645-8370

P.O. Box 328

Harvard , IL 60033-0328

8 15·943-7205

antiquer@;nreach.com

dinghao@owc. net

John Berendt

l'.spie " Butch " Joyce 704 N. Regional Rd. Green sboro, NC 27409 336-668-365 0 windsock@aoJ.com

7645 Ec ho Poi n t Rd . Ca nno n Falls, M N 55009 507-263-2414

fcl1ld@bevcomm." el

Dan Kn ut so n

Jerry Brown

106 Tena Ma rie C ircl e

4605 Hi ckory Wood Row

Gree nwood, IN 46 I 43

3 17-4 22·9366

Lod i, WI 53555 608·592· 7224

lodicub@cilarter. net

IbrowIl4906@aoi .COlll

Dave Clark

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-762 7

sskrog@aol .com

635 Vestal Lane Pl ainfiel d, IN 46 168 3 17-839-4500

davecpd@iques t.1Iet Jo hn s. Copeland

1A Deacon Street Northbo rough , M A 0 1532 508-393-4775

cope/and l @jrmo,com

Robert D . "Bob" Lumley 1265 South 124th st. Brookfield, W I 53005 262·782·2633 lumper@execpc.col1l

Phil Coulson 28415 Springbrook Dr. Lawton , MI 49065 269· 624·6490 rcouison5 16@Cs.com

S.H . " Wes" Schmi d 23 59 Le feber Avenue

DIRECTORS

EMERITUS

Ro bert C. Braue r 9345 S. Hoyne Ch i cago, IL 60643 805-782-9713 photopi/ot@aol.com

Gene Chase 21 59 ca rlton Rd. Oshkosh , WI 54904 920-231-5002 GRCH A@charter.l1et

Ro na ld C. Fritz 15401 Spart a Ave. Kent Ci ty, M I 49330 6 16-678-50 12

E.E. " Bu ck " Hilbert 8 102 Leech Rd . Union, IL 60 180 8 15-923-459 1 bllck7ac@gmaiJ.com

Gene Mo rris

5936 Steve Court

Roanoke, TX 76262

81 7-49 1·9 110

gellem orri s@charter. tlet

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircraft.arg, www.airventure.arg, www.eaa.arg/memberbenefits

E-Ma il: vin tageaircra(t@eaa.arg EAA and Division Membership Services 800-843-3612 .. .. ......... FAX 920-426-6761 (8:00 AM-7:00 PM Monday- Friday - New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFl) -Address changes -Merchandise sales -Gift memberships Programs and Activities Auto Fuel STCs ... ... . . . ....... 920-426-4843 Build/restore information ....... . 920-426-4821 Chapters: locating/organizing .. .. 920-426-4876 Education ... ... .. . .. . . .. . \. .... 888-322-3229 - EAA Air Academy

- EAA Scholarships

CSn

Flight In5tructor information ... .. 920-426-6801 Library Services/Research .. . .. . . . 920-426-4848 Medica l Questions.... . .... . .... 920-426-6112 Technical Counselors .. . . ... . ... 920-426-6864 Young Eagles ........ .. . . . . . . . . 877-806-8902 Benefits AUA Vintage Insurance Plan . ... . 800-727-3823 EAA Aircraft Insurance Plan .. . .. 866-647-4322 Term Life and Accidental . . . .. . .. 800-241-6103 Death Insurance (Harvey Watt & Company) .. . . . ..... .... . . .... ..... . . 1-800-JOlN-EAA EAA Platinum VISA Card . . 800-853-5576 ext. 8884 EAA Aircraft Financing Plan .. . . 866-808-6040 EAA Enterprise Rent-A-Car Program .. . . ........ . . ... ......... 877-GAI -ERAC Editorial . . .. .. ..... ... .. . . .... 920-426-4825 VAA Office . ... ...... . . . . . . FAX 920-426-6579

MEMBERSHIP INFORMATION

EAA I Membership in the Experimental Aircra ft ASSOCiatio n, Inc. is $40 for one year, includ ing 12 issues of SPORT AVIATION. Family m embership is an additio nal $10 annu ally. Junio r Membership (und er 19 years of age) is available at $23 annually. All ma jor credit cards accepted for membership. (Add $16 far Fareign Pastage.)

Wau wa tosa, WI 53 2 13 41 4-77 1-1 545 sltscilmid@mi/wpc.com