VA-Vol-37-No-1-Jan-2009 by EAA Vintage Aircraft Association

GEOFF ROBISON PRES ID ENT, VI NTAGE AI RCRAFT ASSOCIATION

Winter thoughts

ere's hoping everyone had wonderful Christ mas and New Year's cel ebrations. The holidays have proven to be a busy time for me . I had the pleasure of launch ing out on the EAA B-17 Tour last March, and it ended up that I was also privileged to end the 2008 tour during the second week of De cember, which I concluded by re turning all of the ground support equipment back to Oshkosh. Then it got busy. The C-120 ran out of annual last September, but my dedicated, professional A&P mechanic decided he was going "down under" to Australia and New Zealand for a couple of months. He got back during the Thanksgiving holiday, and, well ... there it sits. We'll keep pecking away on it till it flies again . My helpers and part ners were as distracted as I was by that time with everything else go ing on. My 170A, the poor thing, languishes in another hangar, hav ing had little exercise since its an nual was completed. And then our local chapter (VAA 37) finally found its way to starting the addition to the chapter hangar we have wanted to begin as soon as finances became available. The sewer lines are in, and the asphalt ramp and taxiway repairs are com pleted. By the time you read this, we hope to have the structure all enclosed and ready for finish work. Wish us luck! Then it got real busy! During the months following EAA AirVenture, we've been moving forward on an

exciting new project for the VAA area on the AirVenture grounds. The Vintage Aircraft Association board of directors voted this past fall to erect a new vintage hangar style structure in the Vintage area of operations at Wittman Field in Oshkosh. The volunteers who

The Vintage Aircraft Association board of directors voted this past fall to erect a new vintage hangar style structu re in the Vintage area of op erations at Wittman Field in Oshkosh. have been helping get this proj ect off the ground have really been excited about this enhancement to the grounds that will benefit so many members. This project is now underway, and it will fit in nicely with all of the other upgrades EAA is currently creating on the grounds at Osh kosh. The changes being made to the EAA grounds are the most sig nificant enhancements made to the EAA convention site in many years. Input from members through sur veys and comments sent in over

the years drove the majority of the changes that you'll see, which will consolidate interest areas and ex hibits and create pathways that will allow members to more directly get to the places they wish to access. Campground changes are also on the slate of things to do, and EAA's multi-year project is quite exciting. For more on EAA's plans, be sure to read Steve Taylor's blog on the proj ect at http://AirVentureSiteUpdate. blogspot.com. It's both entertaining and informative! One of the benefits of our project will be the transformation of the VAA headquarters area. All three large tents directly south of the Red Barn will be eliminated. This in cludes the type club tent and the vintage metal shaping/workshop tent. The food tent and the ice cream stand have been relocated, and they will be replaced with a "food court" provided by EAA. We're thrilled to be able to make these changes for the membership who attend Air Venture; for more on the project, please see H.G. Frautschy's article starting on page 4. Please do us all the favor of in viting a friend to join the VAA and help keep us the strong association we have all enjoyed for so many years now. EAA AirVenture Oshkosh 2009, The World's Greatest Aviation Cel ebration, is July 27 through August 2,2009. VAA is about participation: Be a member! Be a volunteer! Be there!

GE VOL. 37, No.1

N E 2009

JANUARY

co TENTS I Fe

Straight & Level Winter thoughts by Geoff Robison

News

VAA Type Club Hangar

A new VAA building is planned

for EAA AirVenture 2009

by H.G. Frautschy

America

The first of the great flying boats

by Jim Poel and Lee Sackett

Bill Pancake

VAA Hall of Fame 2008 inductee

by Dave Clark

Light Plane Heritage

The Sport Farman

by Jack McRae

The Vintage Instructor

Between a rock and a hard spot

by Doug Stewart

VAA Type Club List

The Vintage Mechanic Aging Aircraft Issues, Part 1

by Robert G. Lock

STAFF

EAA Publisher Director of EAA Publications Executive Director/Editor Production/Special Project News Editor Photography

Mystery Plane by H.G. Frautschy

Classified Ads

The B-nut Question by Joe Norris and H.G. Frautschy

Advertising Coordinator Classified Ad Coordinator Copy Editor Director of Advertising

Tom Poberezny

Mary Jones

H.G. Frautschy

Kathleen Witman Ric Reynolds Jim Koepnick Bonnie Kratz Sue Anderson Lesley Poberezny Colleen Walsh Katrina Bradshaw

Display Advertising Representatives:

u.s. Eastern lime Zo ne·Northeast: Ken Ross

Specialized Publications Co. 609·822·3750 Fax: 609·957·5650 kr4O@comcast.1Jet

COVERS

U.S. Eastern lime Zone·Southeast: Chester Baumgartner Specialized Publications Co. 727·532·4640 Fax: 727·532·4630 cball",lll @milltisprillg.com

headed up by Art Wilder at the Glenn H. Curtiss Museum in Hammondsport, New York, flew for

U.s. Central lime Zone: Gary Worden Specialized Publications Co. 800-444·9932 Fax: 816·741 ·6458

the first time in early September 2008. Piloted by Jim Poel and Lee Sackett, America performed

gary. wordel/@Spc·",ag.com

in front of a crowd attending the 6th Annual Seaplane Homecoming. Photo by Ed Vought.

U.s. Mountain and Pacific lime Zones: John Gibson Specialized Publications Co. 916-784·9593 Fax: 510·217·3796

FRONT COVER: The replica of the Curtiss 0-4 America as constructed by a volunteer crew

BACK COVER: Aviation artist Barry Ross has shared this fine watercolor of a Stinson SR·9C Gull· wing, done is the colors of the American Airlines Route Survey aircraft. The airplane, which regular attendees of EAA AirVenture Oshkosh will recognize , is owned by Dean Del Bene , Monee, Illinois.

jol",gibsoll@Spc·mag.com

You can see more of Barry's artwork at www.barryrossart.com.

willi@{lyillg·pages.com

Europe: Willi Tacke Phone: +49(0) 1716980871 Fax: +49(0)884 1/ 496012

VINTAGE AIRPLANE

Large Aircraft Security Program: AThreat to All! If the Large Aircraft Security Pro gram (LASP) goes through as pro posed, owners and operators of aircraft 12,500 pounds or heavier will be required to obtain the Trans portation Security Administra tion's (TSA) permission to operate their personal aircraft every time they carry passengers in domestic airspace. Additionally, flight crews of such aircraft will be required to undergo fingerprinting and a back ground check, all passengers will have to be vetted against the gov ernment's terrorist watch lists, and numerous security reqUirements will be imposed on airports serving these "large" aircraft. You might be thinking, "So what? I fly a small recreational air craft that weighs well under 12,500 pounds." Here is why you should be concerned. In November's Advance Infor mation on Private Aircraft Arriving and Departing the United States fi nal rule, the U.S. Customs and Bor der Protection (CBP) imposed new requirements on all private aircraft regardless of size. CBP defines private aircraft as "any aircraft, other than government or military, which are not engaged in carrying passengers or cargo for compensation." In other words, there is no distinction with regard to weight or capacity. The new regulations place hot-air balloons in the same category as corporate jets! What, then, is to prevent TSA another division of the Department of Homeland Security-from lower ing the weight threshold for LASP regulations in the future or elimi nating them entirely? "It is evident from the CBP final rule that ultimately some agencies charged with aviation security do not have any interest in distinguish ing their requirements based on the size and weight of the aircraft in volved," said Doug Macnair, EAA's 2

JAN UARY 2009

vice president of government rela tions. "This must be borne in mind when contemplating the long-term future of TSA's proposed Large Air craft Security Program and the ten dency for that weight limit to be

continually pushed lower by those who view all aircraft as a threat." EAA and other general aviation organizations have successfully mit igated most proposed security mea sures post-9/11 that have threatened

JIM KOEPNICK

Plenty of skiplanes will descend on Pioneer Airport

January 24 . . . if conditions are right.

Get Your Skis On! On January 24, EM's Pioneer Airport wi ll open for its only winter operations, if the weather is just right. The annual EM Skiplane Fly-In gives the snowbound a reason to love winter, if only for a day. People come from all over to enjoy a steaming bowl of chili and endless cups of cocoa, topped off with a piece of birthday cake in honor of EM's matriarch, Audrey Poberezny. We'll also celebrate the 56th anniversary of the organiza tion's first meeting on January 26, 1953. While some Wisconsinites may be pining for a January thaw, skiplane lovers are hoping for adequate snow cover, which will allow the unique aircraft to take off and land on the billowy white runway. Watch the EM website for current con ditions as well as instructions for pilots who would like to fly in . .. if the condi tions are just right. (Navigate to www.AirVenturemuseum.org/webcamto monitor the Pioneer Airport runway.) Anyone wishing to fly in to the event must contact Sean Elliott, EM director of aircraft operations; call 920-426-4886.

AirVenture Site Photo Tour You can see for yourself what's being done on the convention grounds through a virtual AirVen ture On-Site Photo Tour map. Visit www.AirVen ture.org/siteplan and click on On-Site Photo Tour to view a panoramic series of photos from more than a dozen locations, showing new roadways, buildings, new configurations, and more. Click on a camera icon to zoom in on a map section; then click on the black dots to see the mini galleries. (You can use your arrows to navigate through the galleries.)

small general aviation aircraft. "This new rule makes no dis tinction and seeks to paint all air craft classes with the same broad brush, which shakes any belief that TSA's proposed Large Aircraft Se curity Rule would be held to only large aircraft over the long term," Macnair added. "This is why we urge all members to respond to TSA, regardless of the weight of the aircraft they operate. For more information on how to comment, visit www.EAA.org/ news/2008/2008-11-11--proposal.asp. You have until February 27, 2009, to register your comments on this regulation that has the potential to do irreparable harm to private avia tion in the United States. II

Dutch Redfield Many of you may recall a series of articles we ran a decade ago by Holland "Dutch Redfield, many of which were excerpts from his book The Airman 's Sky Is Not the Blue. Dutch's gentle perspective on life and flight was unique and refreshing, and we were saddened by the recent news of his death . His long, wonderful life was a gift to us all as he shared his love of flight in print and in person. On the right is a final paragraph penned by Dutch and sent to many of his friends as a way to an nounce his "Final Touchdown." II

((.9k 9Tt/ud yoack!owaJ) by Dutch Redfield During a lifetime in aviation, I have experienced only one forced landing.

It was not difficult. The dead-stick glide began at three thousand feet.

There were several suitable fields from which to choose .

Things worked out nicely.

Yet I know that I have one more forced landing lurking and waiting for me out there.

I believe that at this stage of my life, I am ready for it. Perhaps there will be warning,

maybe not.

Will there be time for me to plan a good approach to this final touchdown?

Will it be a hasty no power, no options , straight ahead steep descent to a walloping hard

touchdown? Or will it be a soft afternoon peaceful glide?

Whatever, for this final glide, I ask only for an open cockpit, so I can, however briefly, sa

vor for the last time the feels of flight , as biplane wings forward of me exquisitely frame

and record the slowly changing, tilting scenes as I maneuver and silently bank and glide

onto what I have long known will be my very final approach .

Please, no helmet, so old ears can best sense vital changes in speed, relayed through

the lovely sounds of whistling interplane struts and wires, and so cheeks and bared

head can best read changing airflows swirling behind the cockpit's tiny windshield. Below, in a forest of trees, lies a grassy field long ago set aside for biplane flyers of old. It looks small, tiny. With lightly crossed aileron and rudder I'll slip her a few inches over the fence . I'll level her off, then hold her off, with wheels skimming the grass tips. The lift of the wings, the sounds of flight, rapidly diminish. With stick full back, lift fades; a slight tremor, then she and I are bumping and rolling across the beautifully sodded field. The wooden propeller remains still. We roll to a stop. I have no belt to loosen. I raise goggles and slowly climb out.

Suddenly there is applause, then bear hugs and slaps on the back.

" Hey, you old goat, you really slicked that one on!" I am with old friends.

On November 13, 2008, Dutch 's final touchdown came at the end of a gentle, peaceful glide, as he passed away in his sleep at the age of88. VINTAGE AIRPLANE

ractically since the be ginning of the vin tage aircraft movement, members of the Vintage Aircraft Association who have a particular interest in a spe cific airplane have flocked together during various venues on the EAA convention grounds. Whether dur ing a forum or an informal dinner, to their mutual benefit, they've traded stories and maintenance tips about their favorite airplanes. Now they have an even better location to do just that. Thanks in large part to the gen erosity of longtime VAA member

H.G. FRAUTSCHY

The location of the new Type Club Hangar will be conve nient to members who wish to visit the VAA Red Barn and the VAA store. 4

J A NU A RY 2009

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.. . VAA volunteer leadership has long recognized that the type clubs have been a major part of the vintage aviation movement.

This artist's concept drawing by VAA administrative assis tant Theresa Books shows you the new layout for the VAA,area south of the Red Barn headquarters. and VAA board member emeritus John Turgyan of New Egypt, New Jersey, the VAA area of the EAA AirVenture grounds will undergo a transformation in the months leading up to the 2009 EAA fly-in and convention . John and th e VAA volunteer leadership have long recognized that the type clubs have been a ma jor part of the vintage avia tion movement. As those of you who make the annual pilgrimage to Oshkosh know, for many years VAA has hosted the type clubs in a large tent erected just south of the VAA Red Barn. While the tents

have been a workable shelter for the clubs, inclement weather or soft grounds have made it a bit uncom fortable at times . That tent, along with the smaller workshop demon stration tent, will now be replaced by the VAA Type Club Hangar, a new 7S-by-IOO foot pavilion that will be built in the spring of 2009. In many ways this project is also the result of the foresight shown by the VAA board in creating the VAA Friends of the Red Barn cam paign. If that yearly financial ap peal was not part of our annual budgeting process, the VAA would have been forced to spend more of its members' annual dues on convention expenses. Instead, we were able to save a portion of the money so that we can now invest in the infrastructure that will ben efit members who attend the an nual convention. Our thanks to all of you who have contributed to the Friends of the Red Barn cam paign throughout the years. In addition to the 6,lOO-square foot main type club area, the cre ation of four rooms in the back section will allow VAA to remove a couple of the "outbuildings" and a trailer from the area just west of the Red Barn and consolidate those functions in the rear of the Type Club Hangar. The volunteer break room, VAA computer/data services, and the VAA convention office will be a part of the structure, as well as an additional room for hospitality and conference uses. The new building, which will feature a poured concrete floor, is 24 feet high and has sliding doors and windows, allowing for great access and ventilation . The new

"hangar" creates a more secure, weatherproof location for the type clubs to meet with members who have an interest in their par ticular aircraft. The ground preparation work and foundation work is being com pleted this winter, and then the wood frame structure, reminiscent of the hangars of the golden age of aviation, will be built as the snow starts to melt. Other changes to the area include the removal of the ice cream stand from the area just to the southeast of the Red Barn. The Classic Cafe will be replaced with a different food venue in a spot not too far from its location in 2008. The re location of those two food service venues will allow VAA to add air craft display areas. We'll have more on the additional plans for the VAA display area as they are firmed up. Our thanks again to John Turg yan and the other members who have stepped up to help fund this much-needed improvement to the VAA area . We'd also welcome con tributions to the building by type clubs who may wish to make a do nation to the project; a portion of the donation will go toward a club banner created by VAA that will hang above their location within the Type Club Hangar. For more information, please contact the VAA headquarters office at 920 426-6110, or drop us an e-mail at vintageaircraft@eaa .org. As construction progresses, we'll keep you informed with progress pictures . In the meantime, make your plans to visit the new Type Club Hangar in the VAA area dur ing AirVenture 2009! ....... VINTAGE AIRPLANE

BY JIM P OEL AND L EE S ACKETT

America's History In 1914 Rodman Wannamaker (of the department store fame) con tracted Glenn Curtiss to build an aircraft that was capable of flying across the Atlantic Ocean. Not even a decade had passed since Glenn Curtiss and the Aerial Experiment Association (AEA) had flown the June Bug near Hammondsport, New York. Aviation had made amazing strides in the six years since the flight of the Jun e Bug, but Wan namaker's proposed flight seemed more IIJules Verne than practi cal. Still, the promise of aviation led most to believe that the flight would take place; it was simply a matter of when the technology ll

JANUARY 2009

would be up to the task. To celebrate 100 years of peace between the United States and England, in 1913 The London Daily Mail newspaper offered a prize of $50,000 for the first aerial crossing of the Atlantic between the two countries. To further commemo rate the strong bonds between England and the United States, there was to be both a British and an American pilot. It only took 90 days to turn out the Curtiss model H America, the world 's first multi-engine flying boat. With its 72-foot upper wing span and gross weight of more than 5,000 pounds, this was, up to that pOint, the largest aircraft Cur

tiss had built. It also incorporated many design features that stayed in use throughout flying-boat pro duction in the coming years. The innovations included the stepped hull, step vents, wing floats , spon sons, provisions for in-flight main tenance, an enclosed cockpit, and even provisions for an in-cabin mattress that would allow a crew member to rest. The aircraft was powered by two 90-hp V-8 OX-5 engines and was designed to cruise at 55 to 60 mph. The instrument panel consisted of a board that ran across the aircraft in front of the cockpit, just below the windscreen. Installed on the board were an airspeed indicator, a special

To celebrate 100 years of peace between the United States and England, in 1913 The London Daily MaiJ newspaper offered aprize of $50,000 for the first aerial crossing of the Atlantic between the two countries. compass that was built just for the occasion, and an altimeter. Also, just above the instrument board, mounted just below the front wind screen, was a curved glass tube with a bubble that acted as a wings-level indicator. Navigation was done by compass and was to be assisted by a picket line of British and Ameri can naval destroyers stationed ev ery 100 miles along their route of flight. The ships could also render rescue assistance if needed. The plan was to fly America from Tre passey Bay, Newfoundland, south east to Funchal, in the Portuguese Madeira islands, and then north to Plymouth, England. Despite the remarkable speed

with which America was built (it was first test flown on June 28, 1914), testing continued throughout the next two months during the sum mer of 1914, as the big biplane needed considerable tweaking to gain the performance needed to make the flight. By the time testing was concluded, fate would inter vene. The June 28 assassination of Austro-Hungarian Archduke Franz Ferdinand set in motion a series of war declarations that culminated in early August, heralding the begin ning of what would be a four-year global conflict. World War I broke out two weeks before the transatlan tic flight was to be attempted. Since both countries had to recall their

ships, the flight was postponed and eventually cancelled. Instead of achieving the fame and fortune of the first aircraft to fly across the At lantic Ocean, America would serve aviation development in another way. It would be the very first of a long line of great multi-engine fly ing boats built by many manufac turers over the next two decades. America and its backup aircraft, another H-4, were shipped to Eng land (on the Mauritania) and used for flight training and surveillance of the North Sea. Over the next two years, 60 more were built. These were bigger with more powerful en gines . From this early flying-boat design came others. They got bigVINTAGE AIRPLANE

ger, faster, and more complex, but still used all the basic innovations that Glenn Curtiss designed in 1914.

The Replicil As part of their continuing work to honor and com足 memorate the accomplishments of one of aviation's pi足 oneers, the volunteers of the Glenn H. Curtiss Museum in Hammondsport built a reproduction of America. The project took a bit longer to build, covering a period of three years. After construction in the restoration shop of the Glenn H. Curtiss Museum in Hammondsport, New York, the wings are installed on the grounds of the Mercury Aircraft Corporation.

JANUARY 2009

The planking of the inverted hull of the H-4 closely followed high-speed boat construction.

The instrument r~~m~;;:::l~~7-::rJ'--;-' "panel" con足

sisted of little

more than a

board across the cockpit, and an adapted marine compass.

A pair of special propellers was tested on the H-4 as the designers and test pilots tried to coax more thrust out of the V-8 Curtiss engines.

Watching the work being done on the huge aircraft became quite an attraction for visitors to the museum. VINTAGE AIRPLANE

Only a few blue prints were available. The available drawings documented certain wing sections, the flight controls, sta bilizers, struts, and some fittings. To aid in filling in the missing knowledge, there were numerous construction photographs and even patent drawings. The pho tographs were enlarged, which al lowed very accurate dimensions to be determined. Studying the old photographs of the aircraft under construction in the Curtiss plant became a daily ritual for the volun teers. Thanks to the excellent reso lution of the slow film emulsions of that time, amazing details were discovered in this manner. Each time a photograph was stud ied, some new detail was noticed. Even a large electric drill hanging on a post in one photograph that was viewed dozens of times wasn't noticed for more than a year. Construction of the replica was done using most of the same ma terials and techniques that Cur tiss used, such as copper rivets and slot-head brass screws (the Phil lips head screw wouldn't be in vented for at least 15 years). There were a few liberties taken with his tory in the interest of safety: cov ering with a fire-resistant material rather than varnished red silk, two part epoxy glue instead of animal glue, and adding trim tabs to un load the large flight controls (trim tabs and balanced flight controls hadn't been invented yet either). A big improvement from earlier Cur tiss airplanes was the turnbuckle (a Curtiss invention), to adjust the tension on the flying and landing wires. On previous airplanes, bicy cle spokes were part of the bracing wires, which meant rigging the air 10 JANUARY 2009

plane with a bicy cle spoke wrench. As the airplane came together, it was moved out of the restoration shop onto the main floor. Watch ing the work being done on the huge aircraft became quite an at traction for visitors to the museum. The final gross weight came out to 4,100 pounds. This gave the aircraft a wing-area-to-weight ratio similar to a Piper J-3 Cub. In late summer of 2007 it be came clear that our engines, which were sent out for overhaul, would not be ready for the planned chris tening and first flight in September. With only weeks to go, two nor mally turning 90-hp Curtiss OX-5 engines and mismatched props were fitted. It is worthy to note here that the original America had counter rotating propellers that were spe cially carved for the airplane by Dr. Charles Olmstead of Buffalo. These rotated just the opposite from mod ern counter-rotating twin-engine aircraft. America's props had the down blade sweeping outboard, and the blades coming up were in board. This not only eliminated P-factor, but gave the horizontal stabilizer, which was a positive air foil, an up draft, or free lift as the designers saw it. The aircraft was disassembled and moved out of the museum to the water's edge of Keuka Lake, where it was reassembled and read ied for sea trials. The OX-5 engines were not strong enough to get the aircraft on the step, but would do for taxi tests and demonstra

tions. America was officially christened and taxi dem onstrations were held, but flight tests would have to wait until the freshly overhauled engines and props were completed. The year 2008 was a different story. With two newly overhauled counter-rotating, 100-hp V-8 Cur tiss OXX-6 engines and matching propellers, now mounted in the center section, America was again disassembled and transported to the waters of Keuka Lake. On September 7, 2008, the first sea trials of the season began. The engines were started and warmed up . The aircraft then was turned into the wind and the throttles ad vanced for the first-step taxi tests. Would the engines be powerful enough to get the aircraft on the step? The question was quickly an swered. Eleven seconds later, Amer ica lifted sprightly from the surface of Keuka Lake . With no pitch change, the aircraft transited from displacement directly to flight. Un like most seaplanes, which need time to accelerate to flying speed once they climb on the step, Amer ica, with its low stall speed (38 mph) and 46-foot lower wing rid ing in ground effect, is ready to fly as soon as it reaches the step. Be ing out of trim, it took all of our strength holding forward pressure on the control yoke just to get the aircraft safely back on the water. We then taxied back to base, and Amer ica was given a detailed inspection. After that first unin ten tional flight, we knew America would fly, but would it be stable and control lable? After making adjustments to

the horizontal elevator trim, the next day we made the first flight tests, flying America four times. Aside from both of us getting some land ings, we found out a lot about the handling characteristics. At first the ailerons were very stiff and barely responsive, so turns were avoided. Since they are each 17 feet long, we expected some resistance, but not quite this much! Later, we repaired a jammed pulley, which fixed that problem. The rudder was extremely heavy. It took all of our strength just to move the ball out of the center just a fraction. Differential thrust and rudder trim had much more ef fect. The elevators were somewhat

at 50 to 55 mph, during which the engines were throttled back to just above idle. At about 5 feet off the surface, the throttles were reduced to idle and the aircraft slowed to about 45 mph, where it would softly settle onto the water. It is the smoothest-landing seaplane either one of us has ever flown. Over all, America performed very well. The preliminary flight tests showed it to be a large, very stable aircraft that takes some strength to maneuver. We now felt ready for the big show in six days. On September 13, 2008, during the Annual Seaplane Homecom ing in Hammondsport, America was started and taxied out. After warming up the engines, the power was applied. The crowd cheered

a large sweeping turn and headed back to the crowd, where we re peated the maneuver around the end of the lake. We turned a third time back toward Hammondsport and started our landing approach. It was a long, shallow approach at 55 mph. Just above the surface the throttles were retarded, and America slipped gracefully onto the water. That day the people of Ham mondsport watched and listened as a twin OX-powered biplane flew overhead, repeating an event that happened nearly a century ago. For us it was a true honor and the thrill of a lifetime to fly the same type of aircraft that Glenn Curtiss flew in the same place he flew it. The Curtiss-Wanamaker H-4 America was the aircraft that

Success! The replica Curtiss H-4 America flew beautifully the first time on September 7, 2008, and again for the assem bled crowds on September 13.

heavy, but were very manageable with the trim. When we leveled off on the first flight without reducing power, we soon found ourselves in dicating 80 mph, which we both agreed was too fast. We found that it took very little power in cruise to maintain 60 to 65 mph, which we used for our cruising speed on all later flights. Approaches were made

as America lifted off the waters of Keuka Lake. These were the same waters that Glenn Curtiss had lifted the original America from 94 years earlier. We leveled off at about 200 feet (we had a nonsensitive altim eter) and flew up the east side of the lake. After about 2 miles, we lowered the left wing and turned America for the first time. We made

set the initial benchmark for the coming decades of seaplane devel opment. Come see it at the Glenn H. Curtiss Museum. Glenn H. Curtiss Museum

8419 State Route 54

Hammondsport, NY 14840

607-569-2160

www.GlennHCurtissMuseum.org...... VI NTAGE AIR PLAN E

BILL PANCAKE

VAA Hall of Fame 2008 inductee by Dave Clark Editor's Note: This article was well on its way to being published when we were advised that Bill Pancake had been nominated and selected to be the 2008 inductee in the EAA Vintage Aircraft Association Hall ofFame. We personally in form ed Bill ofhis selection during the National Aeronca Association's fly-in ban quet in Middletown, Ohio, in the middle ofJune. To say he was surprised would be an understatement! So that we could adequately tell his story at an appropri ate time, we've held Dave Clark's terrific member profile until after the induction ceremony.-HGF In hangars, workshops, and fixed base operator (FBO) lounges, when a question arises about anything dealing with an Aeronca, it's not uncommon to hear, "I'm not sure we should call Bill Pancake." While the legal manufacturing successors to the Aeronca type cer tificate h ave been located in a few places like Osceola and Rochester, Wisconsin, since 1970, "Aeronca vators" know th e real knowledge about their favori t e brand of air plane resides in a small "factory" in Keyser, West Virginia, under the su pervision of (Chief Engineering Offi cer") Bill Pancake, EAA 118244, VAA 9617. The Pancake"factory " (read workshop) is a very-modified two car garage with multiple additions. Over the years, Bill has had some hand in restoring or overhauling 11 airplanes that have been winners at EAA AirVenture Oshkosh. Bill was a very curious little boy while growing up in the mountains of West Virginia. In a recent inter view, Bill said, "As a little boy, if it had a wire hooked to it, if it sparked, or if it turned and made a noise, I loved it ... I just had to find out how it worked and why it sparked." 12 J A N UA RY 2009

Here's just one example of his in ventiveness. Wh en Bill was in sev enth grade, he took a metal case for a cigarette pack and inserted a model airplane ignition coil, batter ies, and a switch that was triggered when opened. Wh ile sitting in class one day, he showed it to an unsus pecting classmate . The boy pulled

the two halves of the case apart and got a nice shock and let out a yell. The teacher then stretched out her hand and demanded to have what Bill had in his hand . He gave her the closed case. She pulled the two halves apart and was shocked . She took Bill by the arm and marched him to the principal's office. The

For about the past 15 years, Bill has been charting date and time, wind speed, direction, temperature, and barometric pressure every day, and the paper in his recording device needs to be refilled only every 18 months.

principal took the case and, yes, he pulled it apart, got the shock, and let out a dignified squawk. Bill said years later the principal told him it was all he could do not to laugh at him then. The teachers must have thought he was filled with mischief, but they could tell he was also in quisitive and very bright. Still, his stunt charging up the teacher and principal earned him a three-day "vacation," which he said he used to work on airplanes! While in high school, his mis chievous mind concocted a plan to "shock" his friends. He mounted a telescoping auto radio antenna in a horizontal position just under the front bumper of his car. This, of course, was wired to another igni tion coil with a switch controlled by Bill. He would then park just be hind the car of a friend and wait until someone leaned on the car in front. He would then extend the antenna to touch the car in front and, you guessed it, "shock" his friend. It seemed his mind was never at rest. Quite a few of the EAA/VAA types are multifaceted in talents. Bill is "megafaceted"! Since graduating from high school in Keyser in 1959, Bill has taken 15 correspondence courses and has mastered digital electronics, math, physics, chemis try, instrumentation, locksmithing, and many more subjects. Besides his interest in aviation, Bill also holds an advanced class ham radio operator license (W8SPK) and vol unteers as an official U.S. Weather Bureau weather observer. For most of his working career, Bill was employed as an electronic instrument technician by Westvaco, a high-tech paper mill. He says that electronic instruments provided a living, but aviation helped him keep his sanity. In 2002 he retired to work full time on his hobby. Bill was hooked when he had his first airplane ride in a Taylorcraft at 6 years of age. At age 12, he started hanging around the Keyser Airport and began his aviation hobby by washing and fueling planes. Bill

has been working on air planes since he was a very young boy. In 1953, at age 13, he was doping wings behind the hangar at the Keyser Airport, in the sun light, and two Civil Aero nautics Administration (CAA) inspectors, John Gibson and Bob Bell, asked him what he was doing. He said the dope blushed too much in the shade, so he moved out into the sun light. The in spectors asked where the me chanic who supervised him was. He told them, "It's Ju nior Thrush and he is back at the airport in Burlington. He comes around once in a while, and the airport man ager, Stanley Dantzic, is over in the office." Needless to say, they called the mechanic on the carpet. Three years later, in 1956, at age 16, Bill was taking his private pilot written when he saw the same two CAA inspectors. He thought he was in trouble when they recognized him, but they were very cor dial and encouraged him to continue in avia tion. He did, and got his private pilot license the same year. Also in 1956, he used a wire brush and a 4-inch paint brush to zinc chromate the fuselage and other parts on Harold Armstrong's Waco 10. He did the work to pre serve the Waco until Harold retired from the Air Force and was able to complete an award-winning resto ration. Twenty-five years later, Bill was the IA who returned the same old bird to service. Harold shared his extensive knowledge of the

Afew of the award-winning airplanes Bill has been involved with during his active restoration career. In addition to his aviation avocation, Bill worked for more than 42 years as a paper mill electronic instrumentation technician. Only after his retirement in 2002 was he able to devote as much time as he desired to restoring Aeroncas.

VINTAGE AIRPLANE

Bill's shop is filled with tools that are so organized and neat, they seem to never have been used. Don't let that fool you足 he's a prolific restorer and insatiable parts builder. In the upper right is one of two fonns made by Bill to create new Champ/Chief wing ribs, and in the comer are a few of his OX-S engine maintenance tools.

The Aeronca factory used Waterbury brass eyelets to attach the wood fonn足 ers to the steel tube fuselage. In keep足 ing with his passion for originality in Aeronca restorations, Bill built this special tool to flatten the eyelets.

ox-s with Bill,

and now he says that at age 68, he is probably t h e youngest OX-S mechanic around! In 1963, Bill married t he love of his life, Sa u ndra, and they still live in Keyser, their home town. "Saunie" is Bill's biggest supporter and encourages him to purs u e his passion, aviation. They have a daughter, Anastasia . Along with her husband, Mark, are Bill's four grandchildren, Michael, Robert, Curtiss Robin, and Hannah, all of whom love flying! Bill soloed Mi足

This indexing rotisserie helps Bill work efficiently in his relatively tight work space.

:.:

Bill and the author, Dave Clark, stand ~

by the roll-up garage door at the <3z

Pancake home in Keyser, West Virginia. ~ 14 JAN U ARY 2009

1956-Aeronca sales and service at Baker Air Park in Burlington, West Vir ginia. Young Bill's early exposure to Aeronca airplanes would set a path that he'd follow for more than five de cades. The airplane in the foreground is a Messerschmitt Me-lOS.

Young Bill at age 6.

At age 15, Bill enjoyed gas-powered, free-flight flying models. The ingenious use of a model airplane ignition coil earned young Bill a visit to the princi pal's office.

chael on his 16th birthday, the Fourth of July, 2004, from Miller Field in Keyser, the same field that Bill soloed from on his 16th birth day, February 9, 1956. And from the same field, Curtiss Robin soloed on his 16th birthday on the 30th of October this year. Grandson Robert enjoys the airport as well-it makes a great autocross track! Bill earned his CFI in 1970, an A&P in 1972, and his IA in 1975. His other ratings include commer cial, instrument, single engine, and multiengine. He has been the Aeronca go-to guy for informa tion for many years and has con ducted seminars and forums at the EAA Fly-in and convention, the Na tional Aeronca Association fly-in, and at other aviation meetings. His workshop contains about ev ery tool and all the testing equip ment any airplane fixer-upper could possibly want. At one point he had a 7AC fuselage jig that he designed and built but has since sold. Besides all of the "ordinary" tools, he has a

Bill enjoys giving forums at fly-ins and conventions wherever Aeronca enthu siasts gather.

Rockwell hardness tester, an oven that can heat parts to 3,OOO°F, a com mercial metal lathe, vertical milling machine, metal brake, instrument overhaul and repair tools, a form for making wing ribs, an alarm that is sounded when the sensor in his mailbox tells him the mail has been delivered, an alarm that goes off if his city water pressure is low and when his emergency water pressure pump is activated, an electronics drafting table, a large assortment of shortwave radio transmitters, a spray booth with a brushless mo tor exhaust fan, and a 1I4-foot-tall shortwave radio tower (he climbs it to change the lightbulb and Ameri can flag-yikes!). Bill also designed his own"gin pole" out of 4130 tub ing to raise the shortwave antenna. He also has a self-designed loop an tenna lightning detector to trian gulate the direction of each strike. And he has a lot more "goodies" than we could mention here. Bill has his name on 11 Oshkosh winners, including four from Har old and Bob Armstrong: a Waco 10, Pitcairn Fleetwing II, Schweitzer SGU-19 sailplane, and an Aeronca Champ. The list also includes Jim Thompson's Aeronca lSAC Sedan (engine overhaul) and aircraft as sembly; Dave Long's Aeronca lICC Super Chief (it was restored twice and won twice in 1978 and 1998!); Bob Baker's Grand Champion Aeronca 7AC Champ (2005); and VINTAGE AIRPLANE

During the restoration of NC1890E, Bill and Saundra pause near Bill's Champ dur ing the 100111 anniversary celebration of Continental engines.

During the restoration of NC1890E, Bill gives it a "test flight."

Jack Vorach's, which won both Best Champ and Best Custom in 2000. He also had several winners at the National Aeronca Association fly-in at Middletown, Ohio; Sentimental Journey at Lock Haven, Pennsylva nia; and some at the Winchester, Virginia, fly-in as well. Bill also did two complete res torations of his own. The first is a 1946 IFR-equipped Aeronca Champ, which won Best Custom Classic at EAA Oshkosh in 1981. He recently completed a custom Aeronca Champ, NC1890E-which included a McDowell hand starter with 22 field approvals. (The Mc Dowell was standard on the Chief, and there were factory drawings to add it to a Champ.) This air plane won Outstanding Aeronca Champ in 2003 in Oshkosh, Grand Champion and the People's Choice Award at the National Aeronca As sociation Convention in 2004, and Best Custom Classic at Sentimen tal Journey in 2007. Bill said he has no trouble getting field approvals, since he does lots of research and is well acquainted with the very experienced FAA personnel in the Baltimore Flight Standards District Office (FSDO). To supplement his various inter ests, Bill is a voracious reader. His favorite book is Marks ' Standard Handbook for Mechanical Engineers. He subscribes to several magazines, including Invention & Technology, and said he can't wait to get each issue every three months. He also prefers QST and CQ magazines, as he feels they're the best electronics and ham radio operator magazines. Weather has interested Bill since childhood, and he enjoys Weather wise magazine. He has been keep ing weather readings for almost SO years, first recording them on a cal endar and now in a sophisticated

Bill and his pair of FAA awards: the Charles Taylor Master Mechanic Award and the award honoring Bill as Wright ~ Brothers Master Pilot. Both are pre ~ sented for 50 years of continuous safe =.........-..;; ~ flight and maintenance. 16 JANUARY 2009

~ ~ ~

Bill and his grandson Michael Boogs during a visit to EAA AirVenture.

Bill; son-in-law Michael; grandchildren Curtiss, Robert, Hannah, and Mark; daughter Stacey; and Bill's wife, Saundra.

computerized system. For about the past 15 years, he has been charting date and time, wind speed, direc tion, temperature, and barometric pressure every day, and the paper in his recording device needs to be refilled only every 18 months. He submits a B-91 report to the Balti more/Washington U.S. Weather Bu reau Forecast Office by computer every day and mails a hard copy ev ery month. If yo u are interested in origi nal pre- and postwar Aeronca fac tory drawings, Bill has more than

5,000 of them in his personal filing cabinets. Many are replacements sent to Bill after a devastating flood wiped out his original collection. People from all over the United States thought so highly of Bill, they didn't hesitate to make cop ies of their drawings and send them to him. Bill has recently been awarded both the FAA's Charles Taylor Mas ter Mechanic Award and the FAA's Wright Brothers Master Pilot award for 50 years of active flight with out an accident. He is the first West

Virginian to receive both awards . He was also recently awarded the Distinguished Mountaineer Award by West Virginia Governor Joe Manchin and was inducted into the Keyser High School Legion of Honor in 2000 . A lifetime mem ber of the Silver Wings fraternity, he has also found time to become a deacon of the Keyser Presbyte rian Church, a past master of Da vis Lodge No.5 1 AF and AM, and past patron of Alkire Chapter 10, Order of the Eastern Star. Bill is also an EAA technical counselor and an EAA flight advisor. We would need a short story no, a book-to tell of all of the accomplishmen t s of this truly outstanding aviator, maintenance technician, restorer, shortwave radio guru, weather expert, and electronics expert. The next time you want to know anything about an Aeronca, or just about any other antique or classic aircraft, call Bill Pancake! When asked how long he in tends to keep traveling to Oshkosh and enter airplanes for judging, he said, "As long as I am physically able, I will look forward to going every year." Bill's wife, Saunie, said Bill is al ways ready to lend a helping hand to his neighbors to fix broken things, and it doesn't stop with air planes. "The Bill you see in Oshkosh is the Bill I see every day; he is something special." Bill said that his primary concern with any air plane is to keep it safe , flying, and legal. Oh, one more thing you should know: If you are ever invited to stay at the Pancake home overnight, beware. Just when you are ready for sleep and you turn out the bed room lights, in about a minute, they will come back on. You get up and turn them off again, and presto, they come on again in an other minute . You guessed it: Bill is in the other room turning them on again and again from a remote panel in his room! I hope he never ..... grows up! VINTAGE A I RPLA N E

Light Plane Heritage

ORIGINALLY PUBLI SHED IN

EAA Experimenter

SEPTEMBER 1992

The Sport Farman

BY JACK

The Sport Farman was introduced to the aviation world in late 1919 by Henry and Maurice Farman of Billancourt, France. The huge Farman factory was reportedly 2 miles long, employing 5,000 people, and capable of producing 10 airplanes per day of various types. The Sport Farman was one of the earliest attempts to build a practical two-seat light airplane suitable for sport flying and short cross-country trips. It was sometimes known as David in contrast to the large 16-passenger Farman Goliath. Originally, the engine used was a nine-cylinder LeRhone 60-hp rotary, and later a six-cylinder 60-hp Anzani was also available.

McRAE, EAA 93

The airplane was of all-wood construction; the fuselage had four longerons and was covered with plywood. To avoid excessive center足 of-gravity travel, the two seats were arranged in tandem so that the rear passenger's legs straddled the pilot's seat, unfortunately preventing dual controls from being used. The wings were of a conventional two-spar wood construction spanning 23 feet 4 inches, fabric-covered, and with squared-off wingtips for simplicity. Ailerons were used on the upper wings only. Tail surfaces were of wood, fabric-covered, with vertical surface of rudder only, and with no vertical fin. The airplane was said to

be capable of all aerobatic maneuvers. The price at the factory was reported to be approXimately $2,000.

Specifications of the Sport Farman Wing Span

23 ft. 4 in.

Length

20 ft.

Chord

4 ft. 11 in.

Weight empty

440 Ibs.

Gross weight

880 Ibs.

Wing loading

4.2 Ibs./sq. ft.

Maximum speed 87 mph Landing speed

37 mph

Editor's Note: The 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 $e- . ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF 18

JANUARY 2009

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I I I 1 I I I -SCALE IN FEET

.In 1923 the Wallace Kellett Company of Philadelphia became the American importer of the Sport Farman, and the first ship was sold to the Ludington Exhibition Company of which Kellett was the secretary. This particular airplane could be equipped with a special landing gear with the wheels mounted forward of the point of the "V" of the landing gear struts. A wooden skid connected the center of each wheel with the "V" of the landing gear and extended on back to the ground, with cables attaching the front and rear of the skids to hold them in position. The weight of the airplane was then distributed between the wheels and the rear end of the skid, which had a rounded spike to dig into the ground and act as a brake. For takeoff, as the throttle was opened and the tail raised, the brake was released for a

It was stated

that a landing

could be made

in 20 feet and

takeoffs in 60

feet, aided by

the low wing

loading of

the airplane.

JACK. M!RAl I.9S()

short ground run. It was stated that landing could be made in 20 feet and takeoffs in 60 feet, aided by the low wing loading of the airplane. This type of landing gear also prevented nose-overs on rough fields, but it had the disadvantage of considerable extra drag. Top speed was 87 mph and operating cost was low, the fuel consumption being less than 4 gallons per hour. In order to advertise the airplane it was entered in the 1923 National Air Races, which were held in St. Louis. It was flown in the "On to St. Louis" race by c.T. Ludington and Bob Hewitt, and it was also entered in the 510 cubic inch class races. Bad weather on the way to St. Louis provided an exciting ride with a forced landing in a farm field due to a thunderstorm. When within VINTAGE AIRPLANE

the new Farman in the "On to an hour of St. Louis, a failure Dayton" race, but delays due to of the magneto drive forced weather prevented them from them down again and required finishing in time. When they installation of a new engine. arrived in Dayton, a ground After finally arriving at the loop caused the racing-ty pe races, the other more powerful landing gear to collapse, putting airplanes were found to be too them out of any further races. fast for the Farman in the closed After repairs and returning to course races. The return trip to Philadelphia, the Super Sport Philadelphia was made without was used for charter and flight further troubles. Flying from a instruction and proved to be small field on the Delaware River very satisfactory. near Philadelphia on weekends, In 1927 the Ludington a good business was developed Company built up a special Sport carrying passengers for $5 rides or $10 for a ride under Farman from spare parts for the trans-Atlantic pilot Clarence the bridge. Some airplane sales were made, and charter trips Chamberlin. This ship had in good weather and jobs such rounded wingtips, redesigned tail as dropping leaflets provided surfaces and landing gear, and income. Eventually the Farman a 50-hp Siemens Halske engine. was cracked up in an emergency Sport Farman showing its special landing gear. Chamberlin called it the Jersey landing in the river caused by Skeeter and used it for several 27-1/2-foot span, had a greater a broken control cable, but years until it was cracked up by without injury to pilot or passenger. range, and was powered with a 90足 another pilot. In 1924 a later model Farman, hp Anzani engine equipped with References: Aviation magazine, March I, 1920; the Super Sport, was obtained by dual ignition. The National Air the Ludington Company. This Races were held in Dayton in 1924, June 12, 1922; June 11, 1923. model was slightly larger with a and Ludington and Hewitt entered AOPA Pilot magazine, July 1961-:+"

JANUARY 2009

aSH 1 The recommended speed for maximum aviation enjoyment. 2 Optimum dream lift-off speed. 3 The designated speed for stress retraction. 4 The speed at which Oshkosh comes each year. See also: www.airventure.org

EAA AirVenture Oshkosh I July 27-August 2, 2009

THE SPIRIT OF AVIATION

Buy your tickets online now to save time and money! For more information visit www.airventure.org

BY DOUG STEWART

Between a rock and a hard spot

In last month's article I wrote about flying on the backside of the power curve. So just as a refresher in case you didn't get a chance to read it, the backside of the power curve exists whenever there isn't sufficient power to overcome the induced drag created by high an gles of attack. Anytime we fly in slow flight, we are most often on the backside of the curve. In this re gime, you will notice that if you in crease back pressure on the stick, the houses actually get smaller rather than bigger. This is why it's known as the area of reverse command. And of course if we continue to pull on the stick, or yoke, the air plane will reach its critical angle of attack, and if that angle is exceeded the airplane will stall. To add insult to injury, if we haven't added suf ficient right rudder to compensate for all the left-turning tendencies occurring in this attitude, when the airplane stalls, it will most likely spin. For many pilots this area of flight is rarely experienced, except on practical tests or on flight reviews. I don't know many pilots who go out and practice flying as slowly as they can, but I personally love to go up in my PA-12 when the winds aloft are blowing at more than the stall speed of my Super Cruiser. I then pull the power back until I am just hovering in place, and chuckle to myself as I think of the terminal radar approach controllers (TRA CON) wondering about what visual 22 JANUARY 2009

flight rules (VFR) aircraft is hover ing at 5,500 feet. However, there are certainly times when we might very well have to fly the backside of the power curve, not to confuse a con troller, but to achieve a specific task. Ask any bush pilot to describe his technique for landing on a very short landing strip, especially when it is surrounded by obstacles, and he will explain his method as be ing on the backside of the power curve, balancing pitch and power to keep them on a steep glide slope at slow speed. This is the technique I had to use landing at a l,900-foot runway (not that that is very short) in the hills of New Hampshire this past summer. It was the end of August on what was perhaps one of the most beau tiful days of the year. The temper ature was in the mid-70s, the air was smooth with light and variable winds on the ground, and the high pressure helped to create visibili ties that don't get much better, es pecially in New England. My best friend and I flew up to visit a retired FAA safety program manager and his wife. He has been my mentor and role model not only in aviation safety, but in life as well. We had a wonderful visit, and I was thinking that this had been the best day of the summer for me. All too soon, though, the time for departing arrived. Driving back to the airport, we meandered on a dirt road, through

rolling hills and thick forest, and then suddenly emerged at the air port. The only real indication that we had transitioned to an airport was a windsock, a couple of han gars, and my parked Cardinal RG. Although the runway had been dirt for many years (and really was a continuation of the dirt road), it was now paved with asphalt. It also was not flat, but had a gentle roll ing contour similar to the end of a roller coaster ride. The airport narrowed toward the departure end, with rising wooded terrain on both sides, and trees at both ends. (This sure isn't Kansas, Toto!) At least the density altitude wouldn't be an issue, what with the moderate temperature, high pres sure, dry air, and a field elevation of only 510 feet. The windsock indicated light winds at about 3 knots, favoring a departure to the southwest. The winds wouldn't be of much help, especially in clear ing the trees, but it was better than having no wind at all. After a thorough preflight inspec tion, we bade our gracious hosts a fond farewell and fired up the Car dinal. After an uneventful run-up and completing the before-takeoff checklists, we taxied to the very end of the runway. Holding the brakes, I applied full power and confirmed that we had the proper manifold pressure, rpm, and oil pressure prior to releasing the brakes. As I looked down the runway I noticed two people walking toward us on

the left side of the runway. They seemed to be moving to the edge of the woods that bordered the air port, so with maximum power still applied I released the brakes and started the take-off roll. Watching to confirm that the airspeed indicator was alive, I saw the airspeed come up to 55 lAS (in creased attack speed) and then I no ticed it drop back down to about 52 lAS. I momentarily considered aborting the takeoff, but we were already about two-thirds of the way down the runway, and the possibil ity of not being able to stop before the end of the runway ran through my mind. Virtually at the same time as I completed that thought, the air speed reached the rotation speed of 65 lAS, and I felt it better to con tinue the takeoff. We rotated and I lowered the nose to achieve a Vx of about 72 lAS (slightly lower than the max gross Vx of 75 lAS). We were rapidly approaching some pine trees, and being concerned that we might not clear them I low ered the flaps another 10 degrees to balloon us over the trees, which worked. But now I had used up a lot of energy, and I needed to regain it. That meant I would have to raise the flaps back to a 10-degree set ting, which would also mean that we would settle as that occurred. There were still more trees in front of us, so I turned toward the low est of those. The gear was still ex tended. Knowing that the worst climb rate is achieved with the gear in transition, but the best rate is with the gear retracted, I decided it might be best to raise the gear, which I did. Heading toward the lowest of the trees, I knew that to get the best climb going I would have to lower the nose, but with the trees in front of us, I was stuck between a rock and a hard spot. Here we were, on the backside of the power curve, with trees fast approaching. The engine, al though still running smoothly, was

not making enough power for us to climb. Lowering the nose would put us into the trees, whereas main taining the pitch I had might clear them. Pulling back on the yoke would put us dangerously close to a stall. With the trees getting ever closer it was difficult not to pull on the yoke. The stall warning started to sound intermittently and I worked the pitch to keep us above stall speed. At this point we were at the trees, and the propeller hit a branch somewhere between 5 and 6 o'clock

. . . then I noticed

it drop back down

to about S2 lAS.

I momentarily

considered

aborting the

takeoff ...

of the propeller arc. Another foot of altitude and we would have cleared the trees. The airplane yawed and banked to the right after the prop hit the top branch of the tree, and then pitched down as we descended through a lot of branches and leaves. When the airplane came to a stop, I had been thrown to the left, to the limits of my seat and shoulder belts. My side of the cock pit (the right side) was crushed in and offered no exit. Releasing my seatbelt, I felt it best to get out of the airplane as soon as possible because of the risk of fire. I managed to crawl across my friend, who appeared uncon scious against the left doorpost ,

and got outside of the airplane. My friend was not responding to my inquiries of her condition. Once outside the airplane, I was thinking of how to get her out, when a fire man miraculously appeared on the scene. A second fireman appeared and they quickly took charge of the situation. We both suffered severe injuries, but by the time you read this, our recoveries should be almost com plete. In fact, three weeks after the accident, I was in the backseat of the L-3 I wrote about in the last ar ticle, to finish up that client's tail wheel transition training. For many student pilots, the landing is considered the most dan gerous time of the flight. While it might be the most anxiety produc ing for the novice pilot, the fact remains that the most dangerous time is the takeoff. It is at this time that we have minimal energy, and altitude. If the yogurt hits the fan , the options are nil. You might very well find yourself stuck between that rock and a hard spot, behind the power curve with nowhere to go. Was there anything I might have done differently? Could I have pre vented this accident? You had bet ter believe I spent many a sleepless night during my early recovery go ing over and over the accident and the events that led up to it. The bruises I suffered were not only physical, but mental and emotional as well. I am happy to say that I am well on the road to a complete recovery. In the next article I will write about the lessons I have learned from this accident, and some sug gestions for how to avoid the situ ation I found myself in. Until then may you be blessed with blue skies and tailwinds. Doug Stewart is the 2004 National CFI of th e Year, a NAFI Master In structor, and a designated pilot ex aminer. He operates DSFI Inc. (www. DSFlight.com), based at the Colum ....... bia County Airport (lBl) . VINTAGE AIRPLANE

1ST

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INT'L liAISON PILOT & AIRCRAFT ASSOC.(ILPA) BILL STRATTON 16518 LEDG ESTON E SAN ANTONIO, TX 78232 210-490-4572 VOICE & FAX WWW.CENTERCOMP.COM/I LPAII N D EX. HTM L $29/YR liAISON SPOKEN HERE

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SOCIETY OF AIR RACING HISTORIANS

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Thank you from the staff at AUA. We look forward to serving you in the new year. All the best to you and your family in 2009!

BY ROBERT G. LOCK

Aging Aircraft Issues Part 1 n this episode we will discuss

some problems facing aging

aircraft." Notice I said some of

the problems; trying to list ev erything would t ake more space

than is avai lab le, so I wil l cover

what I believe are some of the most

important issues, keeping in mind

that we are dealing with airplanes,

some being ma n ufactured 70 or

more years ago when aircraft design

and construction was in its infancy.

As aircraft age they deteriorate. All early aircraft were designed for operation in a "sterile" environ ment; no consideration was given to degradation such as fatigue, cor rosion, and other problems asso ciated with long-term operation. Depending on the type of materi als used for construction, the level of maintenance and inspection, and the ship's operating environ ment, deterioration can be kept to a minimum if the owner and maintenance personnel are vigi lant. Occasionally, major repairs or component replacement is reqUired to keep the aircraft airworthy. One interesting definition of an "aging aircraft" is one whose flight crew is younger than the airplane! This discussion, which we'll cover over the next two issues of Vintage Air plane, deals with aging issues of me tallic, wood, and fabric aircraft and gives some insight into how to lo cate some defects. While teaching airframe and powerplant mechanics at Reedley College, I devised an interesting

30 JANUARY 2009

theory about defects and methods for locating those problem areas. Here's what I remember about the discussion regarding this impor tant subject. WHAT IS A DEFECT? A de fect is undesirable; it is likely to reduce part life, it is outside nor mality, and the damage is outside the specifications for the material or the component. Defects can move an aircraft outside its con formity with the original approved type certificate. A IRCRAFT LONGIVITY DE P ENDS ON : Operational envi ronment, degree of corrosion protection at time of manufacture, and type of maintenance program used during the life of the aircraft. For wood ships, one must con sider the type of adhesive used and whether or not complete varnish sealing of the surface was accom plished; just as important is the ul traviolet blocking material applied to fabric surfaces. WHAT IS THE MOST WIDELY USE D MET HOD TO LO CATE D EFECTS? Visual inspection. Visua l inspection of an aircraft and its components is an "art" that is gained through experi ence and dedication. Inspection was one of the most difficult sub jects to teach in the learning en vironment for aircraft mechanics. Chuck Yeager always said, "If you don ' t know how it works, then how can you determine how to fix it when it breaks?"

IF I SUS P ECT THE RE IS A P ROBLEM, I MUST: Identify the defect and determine how wide spread the damage . Remember there may be "primary" and "sec ondary" damage in the case of an accident or incident. Determine how structural the component is. Can I fix it? Is the damage in a primary or second ary structure? Are there approved methods for making a major repair? Do I have to disassemble the structure? Do I have to replace the com ponent? Is a replacement part available?

IMPORTANT FACTORS ARE: Do I have the knowledge and skills to make the repair? Do I have the tools and data nec essary to make the repair? Do I have the draWings to make the repair, or can I use FAA Advi sory Circular CAC) 43.13-1B? I have used "I" in the above dis cussion, but this pertains to per sons "approved" to make major or minor repairs or alterations to an aircraft. If you are the owner of the aircraft and not an FAA-rated me chanic, then insert the word "me chanic" in place of ilL" Now, let 's look at structural degradation in aluminum, steel tube, wood, and fabric. First, the types of degradation on alumi num structures, which is called corrosion . The following is a very short discussion:

under polyurethane paint . It has long filaments that creep und er paint. Advanced stages will have the paint surface "bubbling."

General Surface Corrosion: The surface of the aluminum turns to a "cloudy" gray color. It oxidizes from contamination with the atmosphere. There is no pitting involved. It can be treated chemically, or the corrosion can be removed by polishing. Pitting Corrosion: Advanced stage of surface corrosion. The alumi num begins to turn to a powder, and there are pits formed in the aluminum alloy. At the bottom of the pits is a dark gray powdery substance. These pits will require chemical treatment and evalu ation for potential strength loss.

Galvanic Corrosion: Caused when two materials of a different type are in contact. The most common is a cadmium-plated steel bolt in an aluminum structure. The aluminum begins to corrode; the cadmium on the bolt is "sacrificial" and dissolves, and the bolt will rust. Some call this "dissimilar metal corrosion." Crevice Corrosion: Usually found along or under a lap seam. Sometimes this type of corrosion is difficult to locate in the early stages. Late stages will have a crevice along the edge of the lap seam, and corrosion salts will "bubble" from along the seam.

Filiform Corrosion: Usua lly found under paint film , especially

Ex foliation Corrosion : Usu ally found in extruded aluminum, such as an angle or U-channel. An other example susceptible to this type of corrosion is the extruded spars such as on a Luscombe . The edges of material will look like the edge of a ream of paper; the grain will appear in layers. Stress Corrosion: Difficult to detect visually. It is caused by in fligh t stress of a highly loaded part. It can lead to failure over a period of time . Think of it like bending a steel coat hanger or a paper clip back and forth until it breaks. Now let's briefly discuss alumi num corrosion protection. Aluminum Anodizing: An electroplat ing process. The bath is either phosphoric acid (it turns the part to a gray color) or chromic acid (turns the part tan to a gold color). Anodizing is a surface treatment that resists the effects of corrosion. Stearman restorers see phosphoric acid anodizing on most original factory aluminum structures, par ticularly cowlings. Priming: The surface can be pre pared mech anically by glass bead blasting or chemically by a phOS phoric acid bath, followed by a chro mic acid conversion coating. Then the primer, which is either epoxy or etching, can be sprayed onto the surface. Most restorers won't have an anodizing tank, so the phosphoric/ chromic acid conversion treatment process is best. The acid etch will chemically roughen the aluminum surface to prepare for primer.

Corrosion Prev entive Com pounds: There are many of these compounds on the market, and the y work quite well. However, nothing beats surface preparation and priming or anodizing. FAA AC 43.4A is a good resource for corro sion identification. Now is the time for a brief dis cussion of a few problems with a steel tube structure:

Ext e rnal Corrosion: Caused by poor application of a primer coating. Steel surface corrosion is commonly called "rust," a red dish powder that forms on the surface. At the start, rust may not show beneath a painted surface. If it cannot be seen, the paint will even tually "bubble" as the pocket of corrosion expands; then it can be seen. It will eventually pit the surface, causing a reduction in the strength of the part. Internal Corrosion: In a steel tube, condensation will cause wa ter to form inside the tube. The water will flow to a low pOint, usu ally lower fuselage longerons at the aft end. It cannot be seen until a hole appears in the tube. Test for internal corrosion with an ice pick or by tapping with a small center punch and lightweight hammer. Cracking Along Weld Beads: When steel is welded, the base ma terial must be super heated until it melts. Filler rod is added to build up the weld bead. The finished weld bead solidifies; however, the steel in the welded area is a more crystal line type structure than the normal grain structure of the steel. Crack ing will generally happen along the edges of weld beads where they blend into the base metal. They are difficult to find, but closely inspect VIN T AGE AIRP LAN E

areas of high stress concentration. After welding has been completed, parts should be normalized to re move the stress of welding. Deformation/Misalign ment: When heated, steel expands; when cooled, steel contracts. This process causes deformation of the structure. A steel structure can be "cold" straightened if there is slight deformation or misalignment. Welding with a gas torch requires a massive amount of heat to make the bead. Thus there will be more deformation in gas welding than in tungsten inert gas/electric welding. Landing Gear Alignment: Landing gear alignment is especially critical. Any repairs should be made carefully to maintain proper gear

alignment . Also, close inspection of all fittings should be made due to the high loads absorbed by the landing gear (loads depend on the pilot's ability to land the airplane softly!). Some landing gears were heat-treated by the factory. Welded repairs on heat-treated components should not be attempted, unless the part can be re-heat-treated to the ex act same properties as the original. Corrosion Prevention: For external structure, seal the surface from the atmosphere contaminants (including moisture) with epoxy paint. Protect internal tube with boiled linseed oil or line oil. Cadmium Plating: Most com mon corrosion protection for steel bolts. This is an electroplating oper-

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

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ation where parts are submerged in a cyanide bath with balls of cadmium. Current is passed through the parts, and cadmium is drawn through the bath and deposits on the part. Cad mium plating is either silver or gold in color, depending on the process used. Parts should be baked in an oven to remove hydrogen embrittle ment, which is a byproduct of the plating process. Cadmium plating is a "sacrificial" plating process. Priming: There are several ways to prepare steel for painting: wire brushing, sanding, and media blast ing-normally with sand or glass beads, depending on the size of the part. Most fuselage structures are sandblasted because of the size, while smaller parts that can be put into a cabinet maybe blasted wilh glass beads or other types of media. Phosphoric acid etch primers are good, but epoxy primers are the best for steel structures. I used to prime Stearman fuselage frames (and other steel parts) by spraying at least three coats of epoxy primer. Each coat was a different color so I could see if there was a spot I missed during the spray process. In the old days we used Copon, which was withdrawn from production many years ago. It was available in the colors of red ox ide, white, yellow, green, and black. It was a great primer but contained lead as part of its formula. Of course, these airplanes worked in the harsh est of conditions-dispersal of pesti cide chemicals. Next month, we'll take a look at wood structures and fabric issues, along with a few other aging issues. ......

WHAT OUR MEMBERS ARE RESTORING Are you nearing completion of a restoration? Or is it done and you're busy flying showing it off? If so, we'd like to hear from you. Send us a 4-by-6-inch print a commercial source (no home printers, please-those prints just don 't well) or a 4-by-6-inch, 30O-dpi digital photo. A JPG from your 2.5-megapixel higher) digital camera is fine. You can burn photos to a CD, or if you're on a igh-speed Internet connection, you can e-mail them along with a text-only or document describing your airplane. (If your e-mail program asks if you'd like make the photos smaller, say no.) For more tips on creating photos we can • •• •~~~,~: ,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 vlntagealrcraft@eaa.org or call us at 920-426-4825. 32

JANUARY 2009

EM Calendar of Aviation Events is Now Online EM's online Calendar of Events is the "go-to' spot on the web to list and find aviation events in your area. The user-friendly, searchable format makes it the perfect web-based tool for planning our local trips to afly-in. In EM's online Calendar of Events, you can search for events at any given time within acertain radius of any airport by entering the identifier or a ZIP code, and you can further define your search to look for just the types of events you'd like to attend. We invite you to access the EM online Calendar of Events at http://'ItWW.eaa.org,tcalendar/

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Golden West Regional Fly-In

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Marysville, California

June 12-14. 2009

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Suffolk Executive Airport (SFQ)

Suffolk, Virginia

May 30-31, 2009

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Front Range Airport (FTG)

Watkins, Colorado

TSD

www.RMRFI.org Arlington Fly-In

Arlington Municipal Airport (AWO)

Arlington , Washington

July 8-12 , 2009

www.NWEAA.org EAA AlrVenture Oshkosh

Wittman Regional Airport (OSH )

Oshkosh , Wisconsin

July 27-August 2, 2009

www.AirVenture.org Mld-Eastem Regional Fly-In

Grimes Field (174)

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September 12-13, 2009

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Middleton Field Airport (GZH)

Evergreen , Alabama

October 23-25. 2009

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October 22-25, 2009

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VINTAGE AIRPLANE

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US VIA VAA MEMBER/EDITORIAL VOLUNTEER WESLEY SMITH.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than February 15 for inclusion in the April 2009 issue of Vintage Airplane. You can also send your response via e-mail. Send

your answer to mysteryplane@eaa.org. Be sure to in clude your name plus your City and state in the body of your note and put II (Month) Mystery Plane" in the subject line.

OCTOBER ' S MYSTERY ANSWER

Here's our October/November Mystery Plane answer, supplied to us by Steve Moyer. The October 2008 Mystery Plane is Harland D. Fowl 34

JANUARY 2009

er's (not to be confused with pioneer aviator Robert G. Fowler) 1928 modified Curtiss IN-4 Canuck monoplane (originally a biplane). The aircraft is described in the pages of Aero Digest (Volume 13 Number 2, August 1928, liThe Fowler Variable Area Wing," page 270) and in the pages of Aviation (Fowler, Harland D., A.E. Vol ume 25 Number 4. July 21, 1928. liThe Fowler Variable Area Wing," pages 263,285-286). According to the Aviation article, the basic idea of the Fowler wing flap was to increase the chord of the wing to alter the area, cam ber, and angle of incidence of the wing in or der to achieve the most desirable flight characteristics over a broad speed range. Developed over a period of 12 years, the idea was to develop a low takeoff and

landing speed, while simultaneously allowing a greater cruising speed than would be possible with a conven tional wing design. The Fowler wing was of conventional construc tion, and the flap, or auxiliary airfoil, as Fowler called it, was tailored to be retracted into a flush position, thus reducing drag. This was accomplished by using tracks for the large flap and steel rollers which allowed the flap to move within the tracks. The wing spars were of wooden box-type construction, with the leading edge to rear spar being fabric-covered wood. The trailing edge was re cessed on the underside to allow the flap to fit flush with the underside of the main wing. The flap was covered with plywood on the upper and lower sides and had a single spruce spar. Three Duralumin track supports held the rollers, one on the dorsal side of the flap and two on the ventral side. The flap was controlled by continuous cables which led to a drum inside the main wing. Four complete turns of a control wheel inside the pilot's cock pit allowed the entire speed range to be obtained. Ailerons were fitted to the main wing and a complete structural analysis of the wing structure and brace struts was made prior to assembly of the wing. Aerodynamic tests of the wing and flap arrangement were made in the wind tunnel located at the Guggenheim Aeronautical Laboratory at New York University. With a full increase in area of 25 percent, the lift-to-drag ratio was found to be 14.8 and the lift coefficient increased to 0.00579 at 14 degrees of angle of incidence. Thus, the overall lift was increased by 100 percent with the flap deployed. The stall characteristics were also found to be improved with a marked increase in aileron control (with a 3-4 degree maximum deflection). The stall angle was decreased to 14 degrees, and the normal wing without the flap exten sion was a higher 17 degrees. The modified Fowler wing was originally intended for use on a Vought VE-7, but was instead fitted to a IN-4 Canuck, a Canadian-built version of the Curtiss IN-4 Jenny. The wing had a load factor of 8 pounds per square foot, a vast improvement of the original VE-7 wing, which had a load factor of 5.5 pounds per square foot. Had the wing-flap combination been designed for a Canuck instead of a VE-7, the weight saving would have been about 100 pounds, according to Fowler's article. The original Canuck wing area of 353 square feet (other sources state that the wing area of a Canuck was 362.33 square feet) was reduced to 136 square feet, which, with the flap extended, increased the area to 166 square feet. Flight tests of the aircraft were made by Wesley Smith (presumably the pioneer airmail pilot-and no rela tion to this writer) at Pitcairn Field, Philadelphia. With the new wing, the aircraft was able to take off in 9 sec onds with a full load in still air and could land in 10 seconds. With the new wing, the Canuck obtained a VMAX of 94 mph, an increase of 20 mph over that of the standard speed of the original Canuck's 74 mph VMAX' These figures were obtained with an improper propel

ler, no streamlining, and a faulty engine. With further refinement, Fowler believed that the airspeed could be increased to 100 mph. No adjustment was made to the horizontal stabilizer, and it was found to be possible to fly the aircraft in a hands-off configuration with the flap deployed or retracted. With the drag reduction, Fowler estimated an improvement in performance of approxi mately 30 percent. In the Aviation article, he estimated that the same power required for a 200-hp design could be reduced to 150 hp. Unfortunately, I have no specifics on the wing dimen sions; however, the standard length of a IN-4 Canuck was 27 feet 2.5 inches. This was initially unchanged, but photographic evidence (NASM Laser VideodisC!, Side A, Frame 48,489) exists for a modified variant of this same aircraft with a new horizontal stabilizer, elevator, vertical stabilizer, and vertical rudder, which would have altered the length. Nevertheless, if one assumes that Fowler used the same chord of a Canuck (59.5 inches), and one multiplies the known wing area of 136 square feet by 144, a figure of 19,584 square inches is obtained. Dividing this by the 59.5-inch chord of a Canuck, a span of 329.1425571 inches, or 27 feet 5.14285716 inches, is obtained. But, this is only a guess based on an assump tion, and there is no reason to assume that Fowler used the same wing chord as a Canuck! He was, after all, an inventor working on a new approach to flight . Still, r - - - - - - - - - - - - - - - - - -

- - - - --1

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Fowler did use a purely rectangular wing planform. If one applies the same logic to the 4 foot 7.5 inch (55.5 inches) wing chord of the VE 7, the aircraft that Fowler's wing was originally intended for, one obtains a span of 352.8648649 inches, or 29 feet 4.8648646 inches. As stated earlier, theJN-4 (Canuck) was a variant of the Curtiss Aeroplane and Motor Corp. (Buffalo, New York) IN-4D Jenny that was constructed by Canadian Aeroplanes Ltd., of Toronto, Canada. The Canuck is sometimes incorrectly referred to as the IN-4C. This designation actu ally applied to an experimental vari ant of the IN-4D that was powered by 100-hp, four-cylinder Hall-Scott A-7A, and [it] was built by the Fisher Body Co. Like the IN-4D, the Ca nuck was powered by the ubiquitous 90-hp, eight-cylinder Curtiss OX-So After its introduction, Fowler's flap design eventually became quite popular and has continued to be used by numerous aircraft manufac turers, particularly the many designs constructed by Cessna. Prior to de veloping his flap design, Fowler had worked as an engineer for the U.S. Army Air Corps (USAAC). By 1930, Fowler had relocated to New Bruns wick, New Jersey, and his company had been named Fowler Airplane Wings Inc. The first commercial air craft to successfully use Fowler's flap design was the Lockheed Model 14 of 1937. Wesley R. Smith

Springfield, Illinois

Other correct answers were re ceived from Pem McRae, Scott, Arkansas; Bill Hare, Mission, Kan sas; Wayne Muxlow, Minneapolis, Minnesota; and Jack Erickson, who adds this: "Molson & Taylor also note that the Fowler conver sion later received the U.S. identifi cation 2855. This is in conflict with the registrations on Aerofiles.com, which list C28SS as the registration of a Pitcairn PA-3A Orowing. Fowler built his second conversion with a Fowler flap from such an aircraft, as described by Aerofiles.com." ......

Something to buy, sell, or trade? Classified Word Ads: $5.50 per 10 words. 180 words maximum. with boldface lead-in on first line. Classified Display Ads: One column wide (2 .167 inches) by 1. 2. or 3 inches high at $20 per inch. Black and white only. and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e . • January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-6845) or e-mail (c/assads@ 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 correspondencae to EM Publications Classified Ad Manager. P.O. Box 3086. Oshkosh. WI 54903-3086.

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Subscribe to e-Hot Line, EM's free 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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We can now definitively answer the question posed in the Decem ber 2008 issue of Vintage Airplane, "Why is a B-Nut called a B-Nut?" The answer lies in the adoption by the Army Air Corps of a Parker Appliance Company (predecessor of today's Parker Hannifin Corp.) specification. Throughout the early years of aviation, a number of dif ferent types of tubing fittings were tried and eventually rejected. Prob lems with leakage and tubing fail ures due to the improper use of the fittings resulted in plenty of new versions of the flared fitting to try and create an easy-to-install and re pair system with minimal failures . The AC810 and the AC811 se ries of fittings were two of Park er's flared tubing systems. Parker published a book at the time titled Maintenance of Aircraft Tubing Sys tems. We're not sure when the first edition of this book was published, but we are aware of a second edi tion that was published in 1939, and the copy we have in the EAA library was published in 1943. There is a section of this book titled "Flared Tubing Fittings ." It is in this section that we find the

AC811

references to "B Nuts ." It is inter esting to note that the AN818 cou pling fitting commonly referred to these days as a B-Nut is not actu ally a B-Nut. It is actually a BT-Nut. The AN819 sleeve that is used with the AN818 coupling is aT-sleeve. (See illustration.) There is a "B Nut" mentioned in the book, and it is also used for flared fittings . However, the B-Nut is a male-thread nut that is intended to be used in a match ing female-thread receptacle. This combination was called the AC810 series fitting and to my knowl edge was not included when the move was made to the AN series fittings that we know today. 1The BT-Nut and T-sleeve that became the AN818 and AN819 fittings we use today were referred to as the AC811 series in the Parker book. In the 1943 edition of the book, the AC810 series (including the B-Nut) is referred to as "obsolete. " So that's the story of the B-Nut. The next time you hear a mechanic refer to an AN818 coupling as a B-Nut, you can tell him or her that it's actually a BT-Nut! The B-Nut is obsolete! -Joe Norris and H.G. Frautschy..... VINTAGE AIRPLANE

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