VA-Vol-37-No-10-Oct-2009 by EAA Vintage Aircraft Association

GEOFF ROBISON PRES ID ENT, VINTAGE AIRCRAFT ASSOCIATION

Where did my summer go?

all has arrived in the Midwest, and our summer has slipped away from us. Where did it go? It seems as though it was only a few short weeks ago I was all excited about what I thought would be a spring and summer full of travel, new opportunities, and more aviation in my life. Then, the blunt ness of my "real" life and its responsi bilities ran me over like a truck! For an abundance of reasons, I don't ever get everything on my bucket list crossed off during each sea son of flying. How about you? Even after what I believe to be careful plan ning and a real attempt to engage my self in the activities or events I plan to attend, I always seem to come up short. Oh well, 2010 may prove to be a new beginning for my avia tion dreams. This is not to say that I had a lousy summer-I did finally get that ever-elusive P-S1 Mustang ride I always promised to treat myself to. Thanks, Jimmy, it was a real hoot! So far this year, I spent about five weeks on the B-17 tour, a wonderful volunteer experience. This is always a grand experience that involves spend ing time with old friends, and I get to make a number of new friends along the way. I have always said that I am a most fortunate individual to count so many good friends all over this coun try. I can't make this statement with out again thanking the EAA for all of the opportunities it has placed at my feet over these many years to make this possible! But, as is normally the case, friends will come and friends will go. I was re

cently shocked and deeply saddened to hear of the loss of my contem porary from the International Aero batic Club (lAC). Vicki Cruse was a good friend and a strong leader for the lAC. She was an extremely effec tive president of the lAC, and her loss will affect not only the aerobatic com munity, but also EAA and all of its divisions. She was a wonderful lady and an awesome competitor, and my heart goes out to her many close friends and family members who will certainly miss her. Most of all, I wi ll miss her wonderful smile. Your Vintage Aircraft Association board of directors will be meeting again in Oshkosh in mid-October. We are already deep into the planning of EAA AjrVenture Oshkosh 2010. In the aftermath of a wildly successful 2009 event, we are working hard to make the 2010 event the best yet. Be as sured we have already received com mitments to host a number of special arrivals next year. It's going to be an other great one! Along with the suc cess, we don't always get it right each year, and it gets pointed out to us that we need to do better in some areas. We are listening very carefully, and we are committed to responding to each of these challenges. Your board of directors has a long list of sub-committees and volun teer chairmen/chairwomen who will be dealing with these challenges throughout the planning process with the clear goal of making your ex perience at AirVenture an enjoyable, family-oriented event. I hope to see each of you at the 2010 show.

With regard to our finances, your Vintage Aircraft Association is cur rently on firm ground. Like everyone, we are experiencing increasing op erational costs, and we are reacting to these relatively new challenges. During the 2009 convention, the volunteer leadership created a new sub-committee that has launched a renewed effort to improve our finan cial outlook to better manage these increases as they develop. I am happy to report that excellent progress has already been made to develop new income streams in the area of non dues revenue. Like most associations, dues typically make up only a small percentage of the revenue needed to operate. This development com mittee is working primarily on con cepts that will attract new members as well as develop new member ben efits to strengthen our renewal rates. I will keep you posted on our progress throughout the current fiscal year. As always, please do us all the fa vor of inviting a friend to join the VAA, and help keep us the strong as sociation we have all enjoyed for so many years. EAA AirVenture Oshkosh 2010, The World's Greatest Aviation Cele bration, is July 26 through August l. VAA is about participation: Be a member! Be a volunteer! Be there! Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all.

OCT 0 B -E R

VOL. 37, No. 10

CONTE I Fe

2009

Straight & Level Where did my summer go? by Geoff Robison

News

AeroMail

Sparky's Notebook: Hello, Oshkosh! Some of the highlights of the VAA area durin g EAA

AirVenture Oshkosh 2009

by Sparky Barnes Sargent

My Favorite Ride

A great treat, neighbor to neighbor

by Lorraine Morris

Light Plane Heritage

Dwight Hun tington and the H-l Ligh tplane

by Jack McRae

Stearman Flight The inaugural EA.s.T. certified

Stearman Formation Clinic flies over St. Louis

by Don Parsons

Th e Vintage Mechanic Materials & Processes, Part I by Robert G. Lock

The Vintage Instructor Risk management by Doug Stewart

Mystery Plane by H.G. Frautschy

Classified Ads

COVERS FRONT COVER: By golly. here's something you don't see every day - the replica DH.88 Comet racer, flown by Robin Reid, in formation with the Com per Swift brought across the Pacific by Roy and Primrose Fox, and flown by David Grieg. Both airplanes were on display in the Vintage parking area during EAA AirVenture Oshkosh 2009. For more on the annual fly·in and convention, see the article starting on page 6. EAA photo by Jim Koepnick , EAA photo plane piloted by Bruce Moore.

STAFF EAA Publisher Director of EAA Publications Executive Director/Editor Production/Special Project Photography Advertising Coordinator Classified Ad Coordinator Copy Editor Director of Advertising

Tom Poberezny Mary Jones H,G. Frautschy Kathleen Witman Jim Koepnick Bonnie Kratz Sue Anderson Lesley Poberezny Colleen Walsh Katrina Bradshaw

Displav Advertising Representatives: Specialized Publications Co. U.S. Eastern Time Zone-Northeast: Ken Ross 609-822-3750 Fax: 609·957·5650 kr40@comcast.net

U.S. Eastern Time Zone·Southeast: Chester Baumgartner 727·532·4640 Fax: 727·532·4630 cbaum111@mindspring.com U.S. Central Time Zone: Gary Worden and Todd Reese 800·444·9932 Fax: 816·741·6458 gary.worden@spc·mag.com; todd@Spc·mag.com

BACK COVER: Watercolor artist M. Randall Mytar has been kind enough to share a few of his prints with us during past years, and his latest he 'd like members to see is this fanci· ful scene of the Ryan NYP, "The Spirit of St. Lou is" as it might have appeared in a Ryan Airl ines hangar. Randall lives in Sherman Oaks , California. Known internationally as an architectural designer and illustrator, he is also renowned for his classic automobile art· work. Mytar can be reached at 818·789-7719.

U.S. Mountain and Pacific Time Zones: John Gibson 916·784·9593 Fax: 510·217·3796 johngibson@spc·mag.com

Europe: Willi Tacke Phone: +49(0)1716980871 Fax: +49(0)8841 / 496012 willi@f/ying·pages.com

VINTAGE AIRPLANE

Preserving the Vintage Fleet Vintage DER application process checklist now available

cated here : www. VintageAircraft. org/der/der_checklist.pdf Keep in mind that this pro gram is run entirely by the FAA, and all matters related to ap pointments as VDERs are at the FAA's discretion. The VDER des ignation is simply an addition to an already existing program within the FAA, and all proce dures and policies in place for the DER program will also apply to VDERs. We're pleased to see so much interest in the program, and we appreciate the willingness of the FAA to add this designation to the DER program. We look forward to hearing back from the FAA when its first group of VDERs is appointed.

Interested in becoming ap pOinted as a vintage designated engineering represen ta ti ve (VDER) to help with the unique challenge of preserving the vin tage fleet? A new checklist cre ated by EAA and the FAA will help with the application process, and it's now available through the Vintage Aircraft Association (VAA) website at www. Vintage Aircraft.org. Since the VDER des ignation was announced by the FAA during this year's EAA AirVen ture Oshkosh, a number of mem bers have expressed a desire to ap ply for appointment as a VDER. Some of those members have asked what the next step is in the process to become a VDER; Changes Proposed for Pilot, the checklist outlines the pro cess, and all of it is overseen by Flight Instructor Rules the FAA. The most important as The FAA has issued a notice of pect of the application process proposed rulemaking (NPRM) for is to read FAA Order 8IOO.8C. changes to rules governing certi fication of pilots, flight instruc lt's rather dry, but the applica tion process is actually contained tors, and pilot schools. Accord in that document (see Chapter ing to the FAA, the reasons for 4). Also, as stated in the open these revisions include changing ing paragraphs of Chapter 4, you aviation technologies, recent re should contact the FAA, stating search findings, and a rededi your interest in the program . In cated focus on ensuring that pi the case of the VDER program, lots have adequate training and you should contact David Swartz qualifications to operate safely in or Kevin Kendall, as noted on the national airspace system. the second page of the check The proposals include requir list. The process is identical for ing pilot-in-command (PIC) pro the previous DER program; if ficiency checks for pilots who act you're already a DER, then you as PIC of Single-piloted, turbojet powered airplanes; allowing pilot can work directly with your cur rent aircraft certification office applicants to apply for a private and either David or Kevin to add pilot certificate and an instrument the VDER designation. If you've rating simultaneously; and making never been a DER (and most of allowance in the rule to provide the folks expressing interest in for the issuance of standard U.S. the VDER program are not yet a pilot certificates on the basis of an DER), then the entire DER appli . international licensing agreement cation process must be followed. between the FAA and a foreign The outline/checklist is 10 civil aviation authority (such as in 2

OCTOBER 2009

place with Canada) . The FAA is also proposing that pilot schools can use Internet based training programs with out requiring a physical ground training facility. The FAA is also proposing to allow pilot schools and provisional pilot schools to apply for a combined private pi lot certificate and instrument rat ing course. In addition, the FAA proposes revisions to the defini tion of "complex airplane." Public comments must be submitted to the FAA on or be fore November 30, 2009. In structions on submitting a com ment are contained within the NPRM. To access the NPRM and the link, visit www.EAA.org/ news/2009/2009-09-03_nprm.asp.

VAA Election Results During the annual member ship meeting of the Vintage Aircraft Association, President Geoff Robison reported a total of 89 ballots were received and counted by Secretary Steve Nesse and himself. (The officers not up for election are asked to total the vote tally.) The following offi cers and directors were elected to two-year terms: OFFICERS Vice President: George Daub ner Treasurer: Charlie Harris DIRECTORS David Bennett Jerry Brown John S. "Jack" Copeland Phil Coulson Dale Gustafson Dan Knutson Wes Schmid

Minutes of the VAA annual membership meeting are avail able upon written request.

VAA Hall of Fame Induction The Experi mental Air craft Asso ciation will recognize the contributions of six aviators on October 16 as it inducts them into the EAA Hall of Fame during a banquet at the EAA Aviation Center. The six aviators represent the spec trum of aviation wi thin the EAA membership and have achieved no table successes within their par ticular realm of flight. Among them will be keynote speaker Bob Hoover, the 2009 International Aerobatic Club inductee, who is one of today's most notable avia tors with accomplishments in the military, as a test pilot, and as a legendary air show performer. Other inductees include Lance Neibauer (Homebuilders); the late Stephen Pitcairn (Vintage Air craft Association); George Baker (Warbirds of America); Roy Pinner (Ultralights); and Paul Sanderson (NAFI-Flight Instruction). "This year's six inductees join oth ers who have made a remarkable contribution to the aviation com munity," said Tom Poberezny, EAA chairman and president. "Their in clusion into the EAA Hall of Fame is not only a testament to their passion and determination, but also an in spiration to the rest of us of the pos sibilities within the world of flight." The public is invited to attend and participate at the EAA Hall of Fame induction dinner. Tick ets and additional inductee in formation are available through EAA's secure website at www.EAA. org/halloffame. continued on page 38

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 airplane, Sitting next to you in the chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, photographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame in ductees-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 aviation must have occurred between 1950 and the present day. His or her contribution could be in the areas of flying, design, mechanical or aerody namic developments, administration, writing, some other vital and relevant field, or any combination of fields that support aviation. The person you nomi nate must be or have been a member of the Vintage Aircraft Association, and pref erence 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 writer, a photographer, or a pilot sharing stories, preserving aviation history, and encour aging new pi lots and enthusiasts. To nominate someone is easy. It just takes a little time and a little reminisc ing 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 highlighting these attributes and contributions. Make copies of newspaper or magazine arti cles that may substantiate your view. .If you can, have another person complete a form or write a letter about this person, confirming why the person

is a good candidate for induction. Mail the form to: VAA Hall of Fame Charles W. Harris, Chairman 7215 East 46 th St. Tu lsa, OK 74147 Remember, your "contemporary" may be a candidate; nominate someone today! Find the nomination form at www. VintageAircraft.org, call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the follow ing information: • Date submitted. • Name of person nominated. • Address and phone number of nominee. • Date of birth of nominee. If deceased, date of death. • Name and relationship of nominee's clos est living relative. • Address and phone of nominee's closest living relative. • E-mail address of nominee. • Time span (dates) of the nominee's con tributions to aviation. (Must be between 1950 to present day.) • VAA and EAA number, if known. (Nominee must have been or is aVAA member.) • Area(s) of contributions to aviation. • Describe the event(s) or nature of activi ties the nominee has undertaken in avia tion 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 involvement in aviation and/ or the contribution 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 material with your petition. VINTAGE AIRPLANE

SEND YOUR COMMENTS AND QUESTIONS TO:

VAA, LETTERS TO THE ED ITOR

P.O. Box 3086

OSHKOSH , WI 54903-3086

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

1OOLL Issues Robert Lock's article in the Au gust 2009 Vintage Airplane (liMy Thoughts on Radial Engines") was interesting. I have been flying Cessna 195s for 30 years with the Jacobs engine and can appreciate the technology improvements the Jacobs had over the older radials and the improvements that are still being made to the Jacobs engine. The reason he is having trouble with 100LL is that the lead pres ent in 100LL is four times higher than in 80/87, which has only 0.5 grams per gallon. 100LL was an outgrowth of the old 100/130 that usually had 3 grams per gallon. By refining changes, limiting the lead to 2 grams per gallon, and adding toluene, the new 100LL meets the 100/130 fuel specification. It can be used in engines designed for 80/87 but often not without lead fouling problems. So the chemical deposits Robert is seeing in the combustion chambers of his engines are sub stantially the result of the high lead content in 100LL. I saw exhaust valve leakage and valve guide problems on my Cessna 195 jump after 80/87 became un available. Many folks feel Marvel Mystery Oil added to the fuel helps keep the lead from forming hard deposits. MMO is essentially a sol vent with wintergreen added and is not an approved additive by the FAA. TCP is another additive which helps prevent lead deposits and is approved. I personally never found that either of these additives re4

OCTOBER 2009

duced my exhaust valve problems. Recently, steel exhaust valve seats were approved and have became available on the Jacobs engines, re placing the aluminum bronze seats which seemed to be more suscep tible to lead deposits sticking to them. I had the conversion installed on all my cylinders after only 200 SMOH because of extensive exhaust valve and guide problems. So far, af ter 140 hours, the results look good, but time will tell if this solves our valve problems. Keep them flying! David Cole Willis, Texas

Design Check for a Major Alteration I was greatly interested in Robert Lock's article in the May 2009 Vin tage Airplane, "Some Thoughts on Restoration and Airworthiness." It made me wish that an article like this by an experienced master like Bob had been published 30 or 40 years ago. Bob has magnificently clarified some of the machinations of the ap proving administrations-the FAA and, in Canada, Transport Canada. I did think that Bob was forced to take some unnecessarily difficult and perhaps risky load testing pro cedures to verify the structural ad equacy of an airplane for an engine swap. There are perhaps easier solu tions in this, the computer age. I should mention that in the 1970s I restored a 1933 Waco, and as the W670 220-hp Continental was barely over the original ap

proved 210-hp engine in weight and horsepower, the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft. Not so when in the 1990s I launched on a similar, but maybe slightly more daunting project, a 1929 Fokker Super Universal. At the outset I figured the engine swap from the original P&W R1340 Wasp C to the later and more reliable R1340 Wasp S3H1 would be a sim ple 20-minute field approval. Al though the engine specs indicated the horsepower would be upped from 420 to 550, by controlling the rpm with an authentic fixed pitch, ground-adjustable prop, I could keep the power down to 450, which had been okayed in field ap proval paperwork from the 1930s. With the airplane 99 percent com plete, the engine running, and only the paperwork to finish, I was advised by the authorities that this wouldn't do. I was reqUired to provide a design check on the front fuselage frame for the increased weight, torque, and thrust of the later engine for the lim iting horsepower of 450. Yuck! I chose to get some advice from my local DER (deSignated engineer ing representative). We decided to use the design criteria established in an earlier document as being most appropriate-we chose U.S. Depart ment of Commerce Bulletin 7A, as published in 1934. (You can down load copies of it at www.Airweb.FAA. gov-look under Aeronautical Bul letins.) Where FAA Part 23 now re quires limit load factors of 3.8 for normal category, and 6.0 for aero batic category, the Bulletin 7A limit load was mathematically derived as a function of power loading, in our Fokker the limit load factor became 4.2-not much different. I should mention that limit loads require a further safety factor of 1.5 against yielding or failure of the steel. The engine thrust was derived in easy calculations seen in Dick His cox's (the DH Beaver designer) text Lightplane Design. Another valu

able book was Analysis and Design of Flight Vehicle Structures by E.F. Bruhn. Both texts are probably part of a DER's library. The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D. The very hard part of the analysis labori ously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure. This was resolved in sec onds by computer. I include com puter diagrams showing the mem bers for one of the loading cases. After the loading cases for weight, thrust, and torque were spit out by the computer, these were entered in a spreadsheet containing the 21 members with their lengths, sizes, and capacities as compression col umns or tension members. Wonderful-the engineering cal culations showed the fuselage was capable of carrying the new engine. Without getting into the com plexities of the computer and paper work analysis, I would say that this approach is much easier, safer, and more appropriate than the static load test which Bob agonized over for his reported four and one-half years. I admit, I agonized and fussed over my situation for nine months before being granted approval. The procedures are not dead easy and require the help of an engineer, and preferably a DER familiar with air craft design requirements. Lwould caution that the landing gear loads are derived from differ ent calculations entirely unrelated to engine swaps. The loading of tail ballast on the other end of a land ing gear pivot to amplify a down load on an engine mount could re sult in overload of the landing gear. The computer makes simulta neous solutions of all members assuming linear deformations of members and precise section prop erties. A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately

GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=4.2 for analysis loads in KIPS

MEMBER NOTATIONS

when done by hand. Some check analysis was done by hand (non computer) to verify. One further caution: As more engine weight is installed and bal anced by tail ballast, the moment of inertia in pitching movement be comes greater. All this added weight out at the extremities of the airplane reduces the control response of the elevators. I think this is particularly noticeable when power-off and rounding out for landing. As more and more artifacts are pulled out of bushes and barns which require dependable engines, this situation described by Bob Lock

will come up. Hopefully the com puter age can be employed to make these engine swaps safe and easy. Please don't call me for detailed help on this, as every case is different, and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it. I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic, and a real gen tleman. I thank him for his many informative articles. Sincerely, Clark G. Seaborn Calgary, Alberta, Canada .......

VINTAGE AIRPLANE

Captions and photos by Sparky Barnes Sargent

Photos by H.G. Frautschy are noted

Above: The new Vintage Hangar peeks out between the trees in the VAA area, which has been newly reconfigured, opening up the front lawn to be more open, with plenty of room for display足 ing aircraft and hosting the new Vintage in Review program. Left: An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake. (She released the fish after catching it.)

VINTAGE AIRPLANE

erry Langley and Ed Kale (VAA member) of Mat thews, North Carolina, were all smiles on a rain soaked Wisconsin day, and for good reason. They were proudly standing under the protective wing of their 1941 Aeronca 65 CA Super Chief, which they fin ished restoring earlier this year. The restoration took them eight years, on and off. The first year or so, they concentrated on build ing new ribs and spars. But then they took a hiatus for a couple of years, according to Ed, and then worked especially hard for the past two years. "Jerry made the first flight in the plane this March;' says Kale. "As far as climb-out, that thing went like a scalded rabbit. We were in a Cessna 172 chase plane, and we couldn't get as high as he did, as fast as he did:' When asked why they were inspired to acquire the Super Chief, Langley quickly responds with a hearty laugh, "Well, it's our age! Actually it's a little bit younger. We were looking for a younger girl, so we found one:' Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project. They also fly with the Civil Air Pa trol and have been coming to Oshkosh for about 15 years. As for the Super Chief's future, Kale smiles broadly as he pro claims, "We're going to fly the wheels off of it! She's not a hangar queen:'

ohn Hupe of Wamego,

Kansas, has been

coming to Oshkosh

in N2123V, his 1948

Cessna 120, since 1975. He first soloed in a Cessna 150 in 1968 while he was in naviga tor school in the Air Force the aero club at McClellan Air Force Base rented the plane for $3.50 an hour, wet. Hupe says it's the people who keep him coming to AirVenture. "And then there's always something new and unusual here. The week gets away re ally fast-we like to go to the seaplane base one day, and on a rainy day we go over to the museum, and we do take in some of the forums:' Another important aspect of the show for him is the family atmosphere. "We even brought my 87-year-old mother to the show two years ago, and she enjoyed it;' Hupe recalls. "Each of my three sons started coming when they were about 3 years old. Now one of my sons, Brian, flies an Aeronca Champ, and another son, Jason, flies a Chief. And the other son, Kevin, wants to fly:' Hupe has inspired his family and friends to become interested in aviation, and he started giving rides to folks many years ago. Some of them went on to get their private certificate. He says with a pleasant smile, "I really love flying, and if 1 can impart that to other people, that's rewarding:'

OCTOBER 2009

rothers Ryan and Cory Johnson of Dodgeville, Wisconsin, are only in their 20s, but they've already

been coming to Oshkosh for 25 years. They are the third generation of aviators in their family, and

they've been helping their father restore several airplanes throughout the years. Ryan just earned

his airframe and powerplant certificate; Cory is currently working on his flight instructor certificate

and nurturing a dream to become a competitive aerobatic air show pilot. The brothers are obviously hooked

on aviation, and with good-natured laughter, they explain that they've "had the conversation at times about

what our lives would be like without aviation-and we can't imagine it! It's all we do, is work on airplanes.

That's the center of our lives:'

So it isn't surprising that they are bubbling over with enthusiasm when they explain their attraction to Air

Venture: "We just can't wait to come back. It ... it just builds every year from winter into spring, and you talk to

people about the projects they're working on and if they will be here this year. It's the anticipation of who's

going to be here, and who's going to be flying what:'This year, they were at the fly-in with N4469H, a gleam

ing 1948 Piper PA-15 Vagabond that they restored, from the ground up, for owner Donal Halloran of Marsh

field, Wisconsin. It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955).

teve Rusinowski of Royal Oak, Michigan, started fly ing hang gliders in 1978. And when he isn't fly ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair. He was interested in the Luscombe, he says. "I just always wanted to try a taildragger, and somebody we know who is based near us has an 8A. So I got some dual with him, and it was fun . If I need to get somewhere, I fly my Glasair-that's the traveling machine, and I fly it IFR. I bought it here about six years ago:' Rusinowski has been coming to AirVenture about six of the last 10 years, and it's primarily the airplanes that keep him coming. "The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders; they've got the warbirds, the ultralights, and the light sport. Everybody's welcome, and it's so well run and organized that's the key. It's aviation people, and everybody's having fun-even in the rain!"

VINTAGE AIRPLANE

erry and Fern Lugten (Vin足 tage members) of Leslie, Michigan, have owned N66294, a 1943 Howard DGA-15P, since October 2007. "We're enjoying it immensely:' shares Jerry."I've been a Howard fan for many years, and we finally had an opportunity to get one ourselves. AI Lund had a couple of his Howards here one day, and I was talking with him about buying one-I'll never forget what he said: 'Just go out and get one; you will not be sorry!' And we did:' Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt & Whitney足 powered Howard, so he asked

good friend and experienced pilot Brian Van Wagnen to help him meet that challenge. Jerry started coming to Oshkosh in his Luscombe in 1974 and hasn't missed a year yet. The last two years, he's flown his Howard instead. His wife, Fern, smiles when she says, "I'm just a passenger, but a very happy one. I do enjoy being here; it's a very relaxing week for me. Sometimes I wander around with Jerry, and sometimes I just sit under the wing with my book. And now, we have a lot of family and friends who stay with us, and that's fun:'

a 1945 Call-Air Model A, is powered by a Lycoming 0-235. It is an early example of the model, bearing serial number 5, and is registered to Per Anderas of Green Bay, Wisconsin . Look at the overall configuration of this plane and you just might see a resemblance to a Kinner Sportster. Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming, which was the home of Call Aircraft. The Call family de足 signed the airplane prior to World War II, and it went into production after the war. The Call-Air first fulfilled a role as a workhorse for high-country ranchers, and when design rights changed hands in the 1960s, the air足 plane was configured for crop spraying.

N34 841

10 OCTOBER 2009

lenn Hake of Byron, Illinois, has been at tending the fly-in since 1971. This year, even under rainy skies, he just couldn't hide his enthusiasm for N7695B, his 1958 Bellanca 14-19-2 Cruise master. "I've had it for 20 years, and I think I'll keep it for a while! I was interested in a four-place taildragger, and I was looking at Stinsons and 170s, but this caught my eye, and it was a great value for the same price-or ac tually less-and a heck of a lot more airplane. I cruise about 175 mph with a fuel burn of about 13 gph, or, with fuel prices the way they are now, I can cruise at 150 mph and burn about 10.5 gph. It's got a useful load of 900 pounds, so it's got 600 pounds, after you fill it up with gas. So it was the perfect airplane for me, my wife, and son, and our bags. I've logged around 1,000 hours on it so far:' His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine. When Hake isn't fly ing his Bellanca, you'll probably find him working on his Hatz project or volunteering at Ogle County Airport, an award winning grassroots airport southwest of Rockford, Illinois.

everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area. In the foreground is N81326, manufactured in 1946 and registered to Ted Camp of Beverly Hills, Michigan. Ninety-five of these models are currently on the FAA registry.

here's just something about a Great Lakes biplane that makes you stop and savor it. N847K was manufactured in 1929 and has a 200-hp Ranger 6-440-C engine. It's owned by Terry and Doug Gardner of St. Louis, Missouri.

VINTAGE AIRPLANE

t's always interesting to see look-alike airplanes on the field-they're a good test for one's powers of observation. At

first glance, the similarities are striking between these 1950 Cessnas- but if you look closely, you'll note several dif足

ferences between them. In the foreground is N9436A, a Model 140A, which is registered to David Pyeatt of North足

ridge, California. N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza, California.

hat's a trip to AirVenture without going to the EAA Seaplane Base? Thomas and Kimberly

Hickson's good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake.

12 OCTOBER 2009

handful of lovely Beech Staggerwings graced the grassy fields this year. N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples, Florida.

ixty years after AI Mooney de signed the retractable-gear Culver Cadet, the tiny airplanes

are still charming pilots. This

pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field. N34895, a 1941 Model LFA, was origi nally powered by a Franklin engine but now flies with a C-85. lt is owned by Ken and Lorraine Morris of Poplar Grove, Illinois, and bears the factory deluxe paint scheme. Its look-alike, N34791, is a 1941 Model LCA (Conti nental engine), owned by Gene Morris of Westlake, Texas. Cadets can cruise at 128 mph and have a landing speed of 55 mph. We'll have a feature story on the Cadets in an upcoming issue.

rom polished to painted, there was an excellent showing of Swift aircraft this year. N2708W, a 1950 Temco GC 1B Swift, is seen here at the front of the line. Registered to Scott Naumann of Arroyo Grande, California, it reminds us that Swift pilots travel re spectable distances.

VINTAGE AIRPLANE

he Short Wing Piper Club is celebrating its 30th anniversary this year as a type club, and short-wing Pipers were in abundance th is year. This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture. N5669H is registered to Beech Club Aviation LTD of Delaware and was manufac tured in 1949.

T T

his 1943 Stinson V77 was a hand some addition to the vintage flight line. N9178H is registered to Larry Boehme of Jack sonville, North Carolina. There were several Stin sons in the field this year.

rilliant purple

with bright red

trim set this 1952

170B apart from its neighbors. N2343D is registered to Bobby Woolley of Federal Way, Washington.

14 OCTOBER 2009

pair of 1946 Fleet 80 Canucks was a special treat on the flightline this year. Note its clean lines and how the fu足 selage tapers to meet the tail. The Canuck had its genesis as Robert Noury's own homebuilt design. Fleet pur足 chased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada. All told, 225 Canucks were built, and the airplane was popular as a trainer. According to the Canada registration mark database, C-FEOH is registered to Peter Moodie of Winnipeg, Manitoba. C-EAU is registered to Fleet Aero Leasing Ltd. of Abbotsford, British Columbia. We'll have a feature story on the Fleet in an upcoming issue.

VINTAGE AIRPLANE

his sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate, and it's powered by a 65-hp Lycom足 ing 0 -145-B2. Manufactured by t he Porterfield Aircraft Company of Kansas City, Missouri, N32417 made its first flight in December 1940. It's currently registered to Tailwheel Ltd. of O'Fallon, Missouri.

oel Severinghaus

takes a moment to

highlight his still足

pretty 1946 Taylor足 craft BC-12D, on display in the South 40 camping area. Joel's airplane was featured in the February 2008 issue of Vintage Air足 plane. He's still keeping it neat as a pin, ready for visitors and judges alike to enjoy. Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here! The rest of the airplane is similarly restored in an original fashion.

16 OCTOBER 2009

his cheerfully painted Ercoupe succinctly sums up the salutation of the week: "Hello, Oshkosh:'These two small words brim over with a meaning for those who eagerly anticipate and participate in the world's largest airs how and fly-in.

he new Vintage Hangar is truly a multipurpose facility. In addition to hosting the type clubs and workshops during the week, on Saturday evening it was the site for the VAA Aircraft Awards ceremony. More than 200 members and the ir guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique, Classic, and Contemporary areas. ......

VINTAGE AIRPLANE

BY LORRAINE MORRIS

ading the title, you may think I am talking about my favorite airplane to fly. In fact, it is the most emorable ride I ever gave in an airplane. We have all given someone a ride that we remember for some reason, whether it is because of the amazed and wondrous reaction of the pas senger or the smoothness of our landing with a first-time flier. This ride stands out in my memory be cause I was able to fulfill a wish in a way few others could. I wish I could say that it was because of my won derful piloting skills, but it was only because I happened to own one of the few types of aircraft that could fill this mission. My husband, Ken, and I live on Poplar Grove Airport (a residential airpark), and it has 100 homes/lots that have taxiway access to the run way. It also has 40 lots and condos that do not have access to the run way. These extra 40 lots and condos (because they can't fly from them,

OCTOBER 2009

we call them "kiwi lots") contain a mixture of pilots and non-pilots. As I was coming home one day, I noticed a large moving van in front of one of the condos, and I stopped and introduced myself to Bill Moses, the newest airpark resident. Bill is not a pilot, but he was lured to the airpark by a mutual friend who lives and flies here. Bill is wheelchair-bound, and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414. At one event we were talking about his goal to ride in an open-cockpit airplane. Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into, but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it. That evening the idea was born to give Bill his open-cockpit ride. The Aerosport Woody Pusher was first produced in 1967 by Har ris Woods for homebuilding. It was designed as a braced parasol mono plane that had a fabric-covered wood

fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior. It was popular in the west, as many farmers used it for spotting their stock as well as coyote hunting. With the pilot out in front, there are no struts or engine parts to block the view or the shot. Our Woody Pusher was built in 1976 by a man named Bond, and he gave it the serial number 007. He constructed the wings and spars out of wood, but used steel tubing for the fuselage and spring steel gear. It also had a full electrical system with a wind-driven generator. It was only 75 miles away, so we decided to fly it home. Oh, did I mention we pur chased it in December? What were we thinking! When we arrived to pick it up, it was only about 32°P outside. I had been drafted to be the pilot home, so I had brought all the heavy winter gear I could think of. Sure enough, the aircraft started right up and off I went. I made it home with only a bit of chill; then Ken put on some

warm clothes and took it around the patch, just so he could say he had flown it, too. We then put it in the hangar and started to look at it closely. It had been built in 1976, but soon af ter that it had been dismantled and stored. After a series of owners, it was put back together and flown for a few years before we came into the picture. At some point in time some one had painted over the fabric with enamel paint, and it was starting to crack and peel off. After talking about it for a few minutes, we decided that it might be a good idea to re-cover the wings and tail feathers. Since it was winter and only a fool would fly it in the winter (what did that make me?), now was the time. It turned out to be a good idea, be cause when we got the old fabric off, we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside. We re-glued the entire thing and did a general cleanup on the wings. We re m<jved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers. Since the plane was for fun, we chose a whimsical paint scheme and painted it bright orange and yel low with Poly-Tone paint. Now that we had the ideal air plane for Bill's ride, the next problem was how to get Bill into the airplane. Most engine hoists couldn't go up high enough, so we decided to use our hangar door. We have used it in the past to lift items that the en gine hoist and my strong husband couldn't lift, so we strapped a tree harness onto Bill, picked him up with the hangar door, then wheeled the Woody underneath and low ered him into the seat. With volun teers guiding his legs, he was soon strapped in and ready to go. After disconnecting the harness (we left it attached to Bill), we got our required head covering on, complete with bright orange wigs (this adds to the fun). We then started the C-90, taxied out to the runway, and took off into the sky. Bill was flying in an open-cockpit airplane! Granted, it

didn't have the style and class of a Stearman or a Waco, but it was just as open as could be! With only 90 little ponies pulling it along, it didn't have the rumble and roar of the big radial engines of yesteryear that most peo ple identify with an open-cockpit bi plane. But there was no canopy over his head, and there was a distinct possibility that he was going to come home with bugs in his teeth. It was a bona fide open-cockpit airplane. Every time Bill turned his head to look at something new, I could see the smile on his face. Communicat ing is done with hand signals, so we didn't talk much. Ken and Bill's friend Kevin flew around us in our C-140A and got some aerial pictures. When I thought that Bill's face

was going to split he was smiling so much, we did a pass down the run way so he could appreciate the blind ing speed of the Woody (not!), then came around and landed. We taxied up to the hangar, the hangar door was lowered, the harness was hooked to the door, and Bill was picked up out of the cockpit. We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale. Ken was interested in restor ing one, so we put the Woody up for sale and one of the previous own ers bought it. Now he is enjoying it again! I am glad we had the oppor tunity to give somebody a ride he won't soon forget because I know I won't ever forget it. ....... VINTAGE AIRPLANE

Light Plane Heritage

PUBLISHED IN

EAA Experimenter OCTOBER

1988

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DWIGHT HUNTINGTON

AND THE H-12 LIGHTPLANE

BY J ACK

Shortly after World War I, homebuilt airplanes that were similar to what are now classified as ultralights began to ap pear in this country. Pilots and engineers such as Jack Irwin in California, Ed Heath in Chicago, and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards, al though cheap, were not the answer to the private pilot's needs. One of the earliest of these ultralights was the Hun tington H-12, which was probably also the first to be de signed to professional engineering standards. The H-12 was a small mid-wing monoplane of wood construction, cov ered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine. In the 1933 Flying and Glider Manual the H-12 is given credit for "starting the wave of enthusiasm for lightplanes in this country." Also, "with unusually hot engines this design was occasionally flown." Dwight Huntington, the deSigner, was reported to have been a "proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo, New York." Hun tington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age. Shortly after, in January 1921, the magazine ran two articles on "The

McRAE Huntington Motorcycle Engined Monoplane" that in cluded a three-view drawing, speCifications, and details of construction. The cost of building the airplane was esti mated to be not more than $80, excluding engine and pro peller. A V-twin motorcycle engine of from 12 hp to 15 hp was recommended, and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feet/minute. While visiting George Hardie Jr. during EAA Oshkosh 1986, George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engine powered airplane called the Dixie No. I , with the title block labeled C.E. Lay Aeroplanes, Blue Ash, Ohio. The external dimensions of this airplane seemed to agree exactly with the Huntington H-12. Some time later George found a 1922 brochure and parts list for the H-12. The H-12 part numbers agreed exactly with the part numbers on the Dixie No.1 drawings, so we concluded that the Dixie No.1 plans were actually for the Huntington H-12. Both airplanes appear in the German handbook Taschenbuch der Luftflotten 1924/25, the Huntington dated 1921 and the Dixie 1924. C.E. Lay has been described as an "aeronautical enthusiast," president of the Cincinnati Aircraft Company in the early 1920s, and one who operated two Canucks from a 2,900-foot field on Duck

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 se ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF 20

OCTOBER 2009

Creek Road, Cincinnati, Ohio. What the connection was be tween C.E. Lay and Huntington remains a mystery. Not very much is known about Dwight Huntington since he doesn't appear in any of the Who~ Who in Aviation books that we have seen. In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corpo ration. He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929. During the Depres sion years of the 1930s he worked for several aircraft com panies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931, and articles describing the new airplanes at the aircraft shows. Hunting ton's last known place of employment was Skylark Aircraft Mfg. Co. of Venice, California, which he left at about the end of World War II. The company was a reorganization of the Pasped Company that built the Skylark during the 1930s. While there Huntington was engineer on a pusher airplane project called the Skycraft 447, which was intended for the postwar market. One airplane of this design was built in 1947. Sometime after leaving the Skylark company, Hunting ton is reported to have died of Parkinson's disease. Thanks to John Underwood for information on Hunting ton's career. Huntington was a real pioneer in lightplane de sign, and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time. The following is excerpted from A erial Age, January 3,1921:

The Huntington Motorcycle Engined Monoplane liThe real problem in efficiency, as far as aeronautical en gineering is concerned, is to design a machine that will fly well with low power, or, in other words, a machine having a heavy loading per horsepower. This, the biggest problem, is within the reach of the amateur builder or student of moderate means. "In order to design a successful machine around a motor of low power, it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety. "The machine described was designed around a two cylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm, and driving a propeller of 5 feet diameter by 3-1/2 feet pitch direct. Greater efficiency could be obtained, no doubt, by gearing the propeller, al though this change in the motor would entail some ex pense on the part of the builder. ''It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfer ence of the planes in the latter type. The two points of prejudice against the monoplane type-structural weak ness and poor vision for the pilots-have been satisfactorily overcome in recent designs. "Aside from being more efficient than the biplane, as far as the supporting surfaces are concerned, the monoplane

can be made lighter owing to the fact that fewer parts are required, which makes this type ship inexpensive, easier to construct, and economical to operate. "There are numerous advantages in building your own ship aside from the pleasure of owning your own plane. The builder gains an accurate knowledge of practical aeronautics, he knows just what the machine can stand in flight, and can make his own repairs and keep his ship in perfect trim. liThe cost of building the monoplane described, pro viding the work is done by the builder, should not exceed $80. This figure, of course, does not include either engine or propeller. liThe resistance of an aeroplane which determines the horsepower required for propulSion, increases as the square of velocity, or, in other words, the resistance of a ship trav eling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph. For this reason it is difficult to obtain high speed without a powerful engine. But in order to fly at a comparatively low normal speed, ei ther a large wing area is required, necessitating a bigger and usually heavier plane, or else a wing section of very high lift must be employed. The U.S.A. No. 4 section was chosen because it not only gives a good lift at the angle of best LID (that is, 4 degrees), but also because it makes possible a ship of ample strength and small size. "The ordinates of this wing for a 54-inch chord are given in the table below. "With a view of simplicity and ease of construction, with a minimum expense, parts difficult to make, such as metal fittings, have been eliminated wherever pOSSible, and but few small parts, such as turnbuckles, clevis pins, shackles, etc., are called for in the design. As an example of the small stresses imposed upon a ship of this size, let us consider the conditions of the rear struts. The center of pressure of the U.S.A. No.4 section at 2 de grees incidence is 67 percent of the chord from the leading edge, equivalent to about 36 inches for the 54-inch chord. The front spar is located 8-3/4 inches from the leading edge, and the rear spar 28-3/4 inches behind the front spar. At 2 degrees incidence, therefore, the rear spar will carry approxi mately 95 percent of the total load. Each wing, of course, carries one-half the total weight, or 200 pounds. From this we deduct 25 pounds for the weight of the wing, leaving a lift stress upon the wing of 175 pounds. The rear spar carries 175 x 0.95 = 166.25 pounds, this stress being applied ap proximately 54 inches out on the wing. Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge, the tension in the strut will be approximately 310 pounds, allowing a factor of safety of 10 to design fittings suitable for taking the specified load. "Due to the simplicity of the braCing, the wings may be removed from the fuselage by one person in about five min utes and assembled in a similar length of time. As the span occupied by the ship with the wing dismantled is only 5-1/2 by 14 feet, the housing problem holds no difficulties. "Below is a table summing up the resistances of the vari ous parts of the plane at 52 miles per hour: II

VINTAGE AIRPLANE

General Dimensions Wingspan: Length overall: Height overall: Wing chord: Wing section: Angle of incidence: 4 degrees Dihedral: Areas Wing area (including ailerons): Ailerons: Stabilizer: Elevators: Rudder: Weights Machine empty: Fuel and oil: Pilot: Useful load: Total weight: Percent of useful load: Wing loading: Power loading: Performance High speed near sea level: Cruising speed: Landing speed: Range at cruising speed: Initial climb: Ceiling: Factor of safety: Powerplant Type: Cylinders: Power: Weight with magneto and carburetor:

20 feet 14 feet 6 inches 5 feet 10 inches 54 inches U.s.A. 4 1degree 80 square feet 11 square feet 5.6 square feet 6 square feet 4 square feet 220pounds 30 pounds 150 pounds 180 pounds 400 pounds 45 percent 5 pounds per square foot 30 pounds per hp OOmph 52mph 32 mph 5 hours, 250 miles 240 feet per minute 7,500 feet 8 V-type motorcycle engine 2, air-cooled 12 hp-15 hp 85 pounds

1. Wing drag: 25 pounds 2. Fuselage: 12 pounds 3. Engine cylinders: 3 pounds 4. Pilot's head: 2 pounds 5. Lift struts and wires: 2 pounds 6. Chassis: 4 pounds 7. Empennage: 2 pounds Total resistance =50 pounds "Then, horsepower required = R (resistance) x V (veloc ity)/375 =50 x 52/375 = 7 hp required at the propeller.

Wings liThe wings are built up in the conventional manner, of spruce throughout, with the exception of the rib webs which are of whitewood. Wing beams are not channeled and can therefore be cut to shape on the saw. The ribs are built up with webs 1/8-inch thick, lightened, and spruce capstrips, 3/16 inch by 3/8 inch, glued and nailed to the webs. Ribs are nailed to the spars and held in place by trian gular blocks. The entering and trailing edges are of spruce. liThe drift bracing stresses are taken by 3/4-inch square forming a Warren truss. This method has ample strength for a small ship and has the advantage of cheapness and ease of construction. 22 OCTOBER 2009

liThe wings are covered with unbleached muslin 1 yard wide, sewn to the ribs and given three coats of dope. The ai lerons are built up and covered similar to the wings; they are hinged to the rear wing spars by eyebolts. liThe four lift struts are identical and interchangeable. They are of solid spruce with a Navy No.1 section as de scribed in Aerial Age issue of December 29, 1919. These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired. They are 1-1/4-inch thick by 3-3/4-inch wide and about 6 feet in length. Pin joints are provided at each end where the struts join the wing and fuselage. Fittings are of cold rolled steel. "For both the wing and undercarriage braCing, 3/32-inch cable is used in conjunction with No. 325 turnbuckles.

Fuselage liThe fuselage has a length of 12 feet 5 inches, a maxi mum depth of 33 inches, and is 20 inches wide at the pilot's cockpit. The longerons and struts are of spruce, the former 3/4-inch square section. Diagonal bracing is of veneer strips 1/8 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws. This method of bracing has been used successfully on other machines; it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings, turnbuckles, clevis pins, shack les, wires, ferrules, bolts, etc. "Standard stick and foot bar controls are installed, the foot bar actuating the rudder. For aileron and rudder, steel tube or ash may be used, for control stick, the former be ing preferable. liThe seat is constructed of veneer, well lightened, placed low in the fuselage, 10 inches above the lower longerons. In this position the pilot's shoulders come below the upper lon gerons and consequently a fuselage of less width is required.

Undercarriage "An undercarriage of conventional form is fitted to two well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel. The Vees are spaced by an axle streamlined in a lifting wing section, built up of spruce and veneer, a groove running the length of the wing, providing an axle rest. This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force. The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches. liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance.

Empennage liThe stabilizer and elevators are built up as flat plates, covered and doped in a manner similar to the wings and fu selage. Eyebolts are used for hinges as in the case of the aile rons and rudder. The control horns are also similar; they are simply a piece of steel tube 1/2 inch outside diameter by 18 gauge by 9 inches long, flattened at the ends, after heating, and drilled to take the control cable shackles./I .......

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The inaugural EA.S.T. certified

Stearman Formation Clinic flies over St. Louis

BY D ON P ARSONS

"Number 3, knock it offl" came the calm but stern command from flight leader Tonya Hodson. The four former primary trainers rolled out in unison from their turn to calm, straight-and-level flight. Number 2 in the flight couldn't have seen it, and N u m ber 4 probably wondered what he was missing. What none of t h em but Tonya knew was that her instructor, David Burroughs, had briefed her to make the call to her flight as part of the tra in ing. Number 3 was doing nothing wrong, but hearing the call rein forced that part of the training. The training was being con ducted by Stearman Flight, an organization dedicated to en 24

OCTOBER 2009

Lead: Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions. Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation.

Formation practice starts on the ground, after a thorough preflight briefing session.

hancing safety and proficiency in Stearman formation flying. It is the only F.A.S.T. (Formation and Safety Team) certified orga nization specializing in flying the

Stearman PT series of biplanes . There are 16 different organiza tions that make up the group in volved in F.A .S.T.; the organiza tion is tasked by the FAA to over-

see formation training. Seven teen pilots signed up to improve their skills and gain knowledge in formation flying with eight ei ther earning or upgrading their

The flight forms up on Ralph lutes during the flying portion of the clinic. V I NTAGE AIRPLANE

Ralph Lutes, Mike Neubig, and Carey Hardin discuss the day's flying during their debrief.

F.A.S.T. card. The clinic, held at St Louis's Creve Coeur Airport (aka, Dauster Field), which has Stearman friendly grass runways, ran from May 28 to 31. They have another clinic scheduled there October 1 through 4, along with a clinic at Hollister Municipal Airport in Hollister, California. David Bur roughs, one of the Stearman flight instructors and one of the group's two F.A.S.T. representatives, says, "More training was done in Stear mans during World War II than anything else . Historically, the

OCTOBER 2009

airplane is important. There are thousands still flying. There is an extremely strong core group of people. We wanted to be a large and active Signatory [to F.A.S.T.]." Stearman Flight conducts four day clinics. The first day, a Thurs day evening, is a ground school and briefing for the next day, when flying begins. Friday starts with a morning review of the briefing, answering of questions, and fa miliarization of the flight area . By afternoon, the instructors are get ting serious with the training. "You have to be a good Stearman pilot to

begin with," says Burroughs. "You almost have to be able to control the airplane almost unconsciously to maintain formation." Friday starts out reasonably early and runs until dark. Sat urday starts at sunrise as the in structors try to get people quali fied. Each flight takes about two hours, counting the briefing and debriefing time. "There are five phases of formation flying," says Burroughs. "Number one is the briefing . Number two is getting airborne and getting into forma tion. Number three is spent fly ing next to each other. Number four is rearranging the formation. And number five is the debrief ing. All are done in a standard ized way. That's what these clin ics are about." Lunch is grabbed on the run . During the May class, one of the local residents went and grabbed pizza for everyone. Sub sand wiches were brought the next day. "Where else can you get guys with this kind of experience?" says Norm Beachum. "I've only been flying (Stearmans) for two years; th y can teach you a lot. After thrt.e flights, I can say it's a real leandng experience. It's an excellent experience here, but it's a little bit overwhelming but en joyable for a newbie." Tonya Hodson, from Marion, Kansas, was attending her fourth clinic. She had been a Stearman owner and pilot for almost 10 years. "It's so challenging, " she says. "I always wanted to fly for mation. The hardest part as a lead is you're responsible for the entire flight. Whether it's two or eight aircraft, you're assuming a lot of responsibility." Rod Hightower, a Stearman owner-pilot based at Creve Coeur Airport in St. Louis agrees. "It's crazy hard. Probably the hardest, most challenging thing I've done in an airplane./J For more information, visit Stearman Flight on the Web at http://StearmanFlight.net. ......

Scott Kirby Brooks, GA

• Air traffic controller and commercial pilot • Pilot since 1982 • Currently owns a 1941 Rearwin Skyranger

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Materials &Processes, Part I In this issue, we will discuss an airframe and pow erplant technician general-knowledge subject that I once taught at Reedley College: materials and pro cesses. Materials, meaning structural and nonstructural elements of the airplane; and Processes, 't I t meaning how to form and fabri cate components. Older aircraft were limited in their material makeup. This was before the in vention of high-tech aluminum, so we find the earliest of materi als used. My discussion will focus on some of these early aluminum types, identification, and fabrica tion techniques. First, let's understand that there are two types of aluminum used in manufacture: heat-treated and non-heat-treated. One ma terial gains its strength by being subjected to an elevated tem perature for a specified period of time, then quickly quenched in water. The other material gains its strength through "cold work ing," which is a process of rolling, stretching, or hammering. Heat treated aluminum is not weldable (except alloy 6061), while nonstructural aluminum is readily weldable. Pure aluminum has very little strength and is not widely used in aircraft construction. However, pure aluminum is the least corrosive, so it is commonly used to coat the surfaces of some heat-treated alloys. This is called cladding. There are several terms associated with aluminum: • Ductile, meaning flexible;

oon

• Malleable, meaning capable of being extended by hammering or rolling; • Hardness, meaning ability to resist distortion; • Brittleness, meaning allows little bending without breaking; b d k • Elasticity, meaning able to re0 turn to original shape after being deformed; • Fusibility, meaning ability to become liquid with application of heat; and • Expansion and contraction, meaning reaction to heating or cooling.

e any y ma e welded repairs to a

heat-treated engine mount or landing gear unless it is

So, material that has been hardened exhibits brittleness and hardness, while a material that is soft exhibits ductility and malleability. In order to gain strength ad vantage, pure aluminum is mixed with other elements to increase its tensile strength. This is called al/oying. The most common al loying element is copper. The old designation for aluminum al loyed with copper was 17S and 24S. When the material was heat-treated a -T was added, as in 24S-T. These two alloys were commonly called dural (17S-T) and double dural (24S-T). In order to rivet these materials, a special high strength rivet was needed, and A17S-T was born. A17S-T rivets had a dimple on the head for identifi cation purposes and were driven as received. That is, they could be taken from the shelf, placed in a drilled hole, and driven with a rivet gun.

re-heat-treated,

which can be difficult to do unless one has

the specific instructions for original heat-treat.

28 OCTOBER 2009

The old designation was replaced sometime in the on its head; the AN (Army/Navy) code will show an A 19S0s and became 17S-T (2017-T3), 24S-T (2024-T3), (AN470A4-4). and A17S-T (2117-T4). 2024-T3 is the most commonly I have fabricated fuel and oil tanks from SOS2-H34 used high-strength alloy for light, general-aviation aluminum (strain-hardened, stabilized, and in the type airplanes. 1/2 hard condition). My fuel lines are fabricated from It is possible to obtain any of the aluminum alloys SOS2-0 tubing in the annealed condition. This tubing in the softest state, which is annealed-designated can be bent and flared easily. with an "0" in the code. Thus there can be 2024-0, Finally, I should brief you on a few additional terms which can be hand- or machine-shaped into complex we use in aircraft structures. Stress means the load act parts, then hardened by heat-treating. ing on a material. Strain means the deformation of a Before we look at the strain-hardened alloys, let me material by an applied load. Strength is defined as (1) give a quick discussion of hardening by heat treat tensile, which means to resist forces tending to stretch ment. The pure aluminum has been alloyed primarily or lengthen material, (2) yield, which means load that with copper (and a few other trace elements). The ma causes initial indication of permanent displacement terial is heated in a controlled fashion in an oven to and (3) ultimate, which means load applied beyond 920-970°F, then immediately removed and quenched which the material will fail. in water. This is called solution heat treatment (SHT). There are five stresses that the aircraft will encoun The SHT process is similar to adding a catalyst to an ter in flight or while static on the ground. Figure 1 epoxy resin, to cross-link molecules and harden the identifies the five stresses the aircraft will encounter material. The copper diffuses throughout the material in operation. These stresses are bending, which actu and is cross-linked in the grain structure causing it to ally causes two types of stress to a member. The part of be very hard and strong. the member on the outside of the bend is under ten Aluminum alloy 2024 that has been heat-treated, sion, and the part on the inside of the bend is under naturally aged, and then rolled is deSignated 2024-T3. compression. Torsion is a twisting force. Tension tends This alloy is primarily used in structural applications to pull apart or stretches the member. Compression and must be riveted with 2117-T4 rivets (dimpled presses together or tends to crush a component. Shear head). This rivet will be coded as AD (AN470AD4-4). is most commonly developed when two components This aluminum alloy, 2024-T3, can be bent or rolled, are bolted or riveted together. When a force is applied but it cannot be shaped by hammering or stretching. It such that the two plates tend to slip, shear force is ap plied to the bolt. If the force becomes greater than the is not weldable. The alloys that gain strength by cold-working are shear strength of the bolt, it will be cut as if with a pair the old 2S, 3S, and S2S . New designations are 1100 of shears. (2S), 3003 (3S), and SOS2 (S2S). Alumi num designated as SOS2 is alloyed with magnesium. If the material is in its soft FIXED END FREE END est state, the designation is followed with an "0," as in SOS2-0. If these ma BENDING terials are strain-hardened (by cold rolling), an H will be displayed, as in SOS2-H. Then, two additional numbers will be added to show the type of strain TORSION hardening (the first number) and the degree of hardening (the second num ber). An example is SOS2-H18 (strain to maximum hardness). Figure 1 Hardness (the second number) is designated by 2 (1/4 hard), 4 (1/2 hard), 6 (3/4 hard), and 8 (full hard). When a stress is applied to a piece of material, there is always some deformation of the material, If full hard is 8, then that actually means 8/8 hard. For example, 2/8 reduces to 1/4, 4/8 reduces to 1/2, 6/8 re even though it may appear very small. This defor duces to 3/4 and 8/8 is full hardness. This is probably mation of the material is called strain. If the applied a little beyond what a restorer needs to know, but it's stress does not exceed the elastic limit of the material, handy to know when you must fabricate a cockpit or the material will return to its original shape when the engine cowling. The harder the material, the stronger stress is removed. It's like bending a piece of heat-treated aluminum it is, but it is also more resistant to bending or shaping. When fabricating parts from non-heat-treated al a small amount by hand-let go and it will return to loys, the preferred rivet to use is the A" rivet made its original shape. The ability of a material to return from pure aluminum. This rivet will have no markings to its original shape after being placed under stress is II

VINTAGE AIRPLANE

called elasticity. When a material is stressed beyond its elastic limit, it becomes permanently deformed. The point at which permanent deformation begins to take place is called the yield point. If the stress is increased beyond the yield point, the ultimate strength of the material will eventually be reached and, at this point, the material will rupture or break. Figure 2 shows the stress/strain curve related to yield point and ultimate strength of a material.

COMPRESSION

Figure 2

When discussing the ultimate strength of an alumi num material, it is easy to see the difference between "structural" (carries in-flight and landing loads) and "nonstructural" material. The ultimate strength of 5052-H18 (strain hardened to full hard) is 29,000 psi. The ultimate strength of 2024-T3 heat-treated alumi num is 68,000 psi. The ultimate strength of 6061 T6 heat-treated aluminum is 42,000 psi. One can easily see the difference between strain-hardened and heat-treated aluminum. Other nonferrous materials used in aircraft con struction are magnesium (the lightest metal and most corrosive), copper (tubing), brass (screws/ brazing rod), and bronze (bushings). Now, I'd like to briefly discuss common ferrous metals. Ferrous metals contain carbon, which is added to iron to make steel. The more carbon, the harder and more brittle the metal becomes. The last two digits in the identifier of steel indi cate the amount of carbon added to the iron. Two types of steel were used in fabrication of older air craft: 1025 and 4130 (known as chromoly due to its makeup of chromium/molybdenum). The amount of carbon in 1025 is 0.25 percent and in 4130 is 0.30 percent. 4130 will take a heat treat, 1025 a partial heat treat, and anything below about 0.25 percent carbon will not heat-treat at all. A plain carbon steel desig 30 OCTOBER 2009

nated 1010 will not gain strength by heat-treating. On the other hand, 4130 that is used for most com ponents comes in the condition N (normalized). Normalizing is the heating of alloy 4130 to l,600-1,700°F and allowing the material to air cool. When this is done, the 4130 will come out at a tensile strength of 90,000 psi. When you pur chase chromoly tubing or sheet stock, the identi fier code will indicate 4130 - Cond N. If a part is to be heat-treated, alloy 4140 welding rod will be used, because mild steel welding rod will not take a heat-treat. Heat-treating 4130-alloy steel happens by heat ing it in an oven to l,575-1,625°F, allowing it to soak at that temperature, then removing it from the oven and immediately quenching it in oil. The tensile strength will be around 225,000 psi; it be comes very hard and brittle. The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air. For instance, if the part were to be heat-treated to 125,000 pSi, the material would be heated again to l,050°F and al lowed to cool. All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly. In fact, alloy 1025 is quite hard to find in quantity in specific dimensions. I tried to locate 1025 in sheet form and could not find a source. I did find alloy 1020 in quantity, but no 1025. So, I fabricated wing fittings for the New Standard D-25 from 4130, a much better choice anyway. For chromoly structure, the most common fabri cation method is welding. Brazing and riveting are rarely used, but bolting is sometimes an option. One last comment on steel alloys that were heat treated by the factory; once a part is heat-treated, it cannot be repaired unless it is subject to exactly the same type of heat treatment. Don't let any body make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated, which can be difficult to do unless one has the spe cific instructions for original heat-treat. We have discussed several technical items of in terest for the builder/owner of aging aircraft. Repairs and replacement of components involve complex tasks. Substitution of materials should not be done without approval. FAA AC43.13-1B authorizes re placing 1025 steel with 4130 steel, both tube and sheet or plate. But take care not to substitute non structural aluminum in place of heat-treated struc tural aluminum. The results could be catastrophic. Finally, let's finish this discussion of materials and processes with common AN hardware. Figure 3 shows typical AN bolt head markings for nickel steel bolts. AN bolts come in sizes from 3/16-inch diameter and up. Most old aircraft don't use any bolt larger than l/2-inch diameter. These bolts are

designated in size by AN3 (3/16) to AN8 (8/16). The 3/16-inch to lIZ-inch diameter bolts are most com mon in older aircraft. They are made from 2330 nickel-steel and are heat-treated for strength (0 .30 percent carbon), then plated with cadmium for corrosion protec tion. Their threads are "rolled;" therefore, never use a thread cutter to re-cut the threads . A thread "chaser" may be used on occasion, but that re moves the cad plating. Never lengthen the threads of any fastener by using a thread cutter. Never heat a bolt for any reason if it is to be reused . And if you send bolts out for cadmium plating, make sure the plating process meets military specifications (MIL SPEC) standards and that the parts are baked to re move hydrogen embrittlement. Type 1 plating is silver in color, while Type 2 plat ing is gold in color. All early aircraft used the AN310 castle nut safetied with a cotter pin. That is because "lock nuts" had not been invented yet. Both castle and lock nuts are tension fasteners, so observe the torque chart in AC43.13-1B and don't over-torque these fasteners, particularly on wood structure. Per haps I could devote a column to the proper use of fasteners in a future issue of the magazine . That's it for now. Hopefully you all have a slightly better understanding of structural and nonstruc tural application of aluminum and steel used for fabrication and repair of our aircraft. When repair ing or fabricating components, factory drawings are a must . The drawings will show type of material originally used, whether the parts were or were not heat-treated for increased strength. When drawings are not available is when things get more difficult.

markings were simply an " X" stamped into the head. I remo v ed some of these bolts from the wings during the restoration of my 1929 Com mand-Aire SC3. I' m still hopeful that someday we'll see some of these factory drawings that have been stored away for all these years by the FAA. These first-copy ATC drawings have been and continue to be inaccessible.

AN STANDARD

STEEL BOLT

AN STANDARD

STEEL BOLT

AN STANDARD

STEEL BOLT

STANOARO

STEE l

BOLT

S TAl'.UA~D

STEEL BOLT

Figure 4

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Figure 3

One can use the original structure as a pattern, but try to determine if it is actually the original, or something that has been reproduced . AN bolts started sometime in the late 1920s and the head

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BY DOUG STEWART

Risk Management think we are all in agreement that flying is an inherently dangerous endeavor. The risks we face as we operate our air craft are numerous, and the only thing that really makes flying safe is the way that we manage these many risks. There are many tools that we can use to aid in this management. For some pilots risk manage ment seems to come naturally. Whether this comes about as a re sult of one's DNA or is the prod uct of the way one is raised by one's parents and early teach ers, I am not really sure. But for whatever reason, some folks are just naturally cautious. For other people, however, the tendency to ward a more reckless attitude does indeed exist. Charles Lindbergh once said: "What kind of man would live where there is no daring? I don't believe in taking foolish chances, but nothing can be accomplished without taking any chance at all." I guess I'm one of those types, so for me, and all those like me, using the numerous tools that we have to aid us in our risk management becomes much more important. As pilots, our first flight instruc tor usually is the person who sets the stage for the rest of our flying. The rule of primacy-the things we learn first are the things that stick-is so true, and thus the les sons learned in those first early hours of our flight training are so important. At this point the mold

OCTOBER 2009

is cast for how we will manage the many risks of flying for the rest of our flying "careers." To this day, I still remember my first flight lesson. My instruc tor, since he was paid only for time when the Hobbs meter was running, hurried through the pre flight inspection and quick ly got me insta lled in the left seat as he was starting the engine. Now that the engine was running, he started to take a little more time, but we all know what a horrible classroom the cockpit is, and that, combined with my excitement to get in the air, left most of what he had to tell me lost to my awareness. However, I do recall what he said as we taxied onto the runway and started our takeoff roll. "Push the throttle all the way in, and steer with your feet. Keep looking out the window, and when it feels right, pu ll back on the yoke." Not a word was said about checking to establish that we were making full power. Nothing was said about en suring that the airspeed indicator was "alive." There was no mention of confirming that we had oil pres sure. Just " ... when it feels right, pull back on the yoke." It wasn't until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was work ing, as it should, prior to rotation. Before that, I just did as my first in structor (whom I viewed as a god) told me . .. in essence, kick the tires ... light the fires. Those things I

learned first were the things that stuck. To this day, I have to con sciously check the gauges before ro tation. It is not something that I do naturally, and I attribute that to the rule of primacy. But I have digressed from dis cussing the numerous tools that we have available to aid us in manag ing the risks of aviation. I would like to share with you some of the tools that I use. The list is not all inclusive but includes those things that I have found most important in keeping me from being my own worst enemy. Heading the list of tools, for me, is the concept of slowing down and not being in a hurry. If we rush through the many different tasks that we face as a pilot, the possibil ity of missing, or overlooking, just one small thing could lead to our demise. So at the top of my list are the words SLOW DOWN. Establishing personal minimums and, more importantly, adhering to them once you've taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying. Use of the P.A.V.E. (pi lot, aircraft, environment, external pressures), C.A.R.E (consequences, alternatives, realities, external pres sures), and I'M S.A.F.E. (illness, medication, stress, alcohol, fa tigue, emotion) acronyms are great ways to help manage your personal minimums. Remember, too, that your personal minimums are not a static entity, remaining unchanged

once established. They should be dynamic and change as necessary to reflect your currency and profi ciency, or lack thereof. Closely related to establishing personal minimums is learning to recognize the "hazardous attitudes" that we might have residing within our being. Regardless of whether they are anti-authority, macho, in vulnerability, impulsivity, or resig nation, everyone of these attitudes could kill us. However, recognizing them is only the first step. More im portantly is developing "antidotes" to these attitudes that will work to counteract them. With a set of realistic personal minimums, as well as a "bag" of an tidotes for our hazardous attitudes, we will now be much less suscep tible to the many "operational er rors" that could remove us from a long life of flying. Next on my list is the use of checklists. Even if the airplane we are flying is as simple as a J-3 Cub, the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft. Mind you, I am not ad voca ting these checklists as "do" lists, but there have certainly been times in my flying when a distrac tion of some form has allowed me to miss performing some action. So I put the use of checklists, to assist me in making sure I haven't forgot ten to do something as a result of a distraction, high on my list of tools. Cockpit organization is an im portant tool in risk management. If our cockpit is organized, then we will be able to find what we need quickly and easily. Whether it is a chart or Airport/Facility Directory (AFD), a sick sack, a flashlight, a snack or drink, having these things placed in the cockpit in an orga nized fashion, so that they are read ily available, will definitely aid in risk management. Unless you fly a Single-seat air craft, passengers can be either a great aid in risk management or one of the worst hindrances. This is completely dependent upon how

you brief your passengers . If you brief your passengers on the con cepts of a "sterile cockpit," particu larly for ground operations as well as flight operations within the vi cinity of an airport, your risk fac tors will definitely decrease. All it takes is one small distraction, cre ated by a loquacious passenger, to lead to disaster. Be sure to also brief your pas sengers on other ways that they can assist in the management of the risks of the flight. This will

Even if the airplane we are flying is as simple as a J-3 Cub, the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft. give your passengers a greater sense of involvement in the flight and make it more empowering for them. Ways that they can assist in clude looking for traffic, folding charts, getting out food and water, and if knowledgeable, tuning ra dio and navigation frequencies, or programming a GPS. Whereas the readership of Vin tage Airplane harkens to a day when things were much simpler, I don 't think any of us can deny how some of the new technology has brought

us tools that can definitely aid us in our risk management. In particular I am referring to some of the hand held equipment that offers us the ability to obtain data-link weather information. Save for the local flight, it is rare that I will fly with out my handheld GPS giving me weather information at the push of a button. Just remember one impor tant tip relative to the use of these tools. The information that you get on them is history. It is at least five minutes old when you first receive it. The tool is fantastic for devel oping strategic plans for weather avoidance, but it should never, ever be used as a tactical tool! Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic con trol and flight service stations. More than once, as I was reaching my wits' end in trying to resolve an in-flight problem (usually weather related), a controller has come to my assistance. So many of us were taught, back in the "dark ages, " that one should never declare an emergency. "If you do, you'll have to file a report, and you know what that means ...." What hogwash! Controllers hate paperwork as much as pilots, and they would much rather just help you resolve what you, the pilot in command, determine to be an emergency. So don 't be shy in solic iting help. Good risk management means that we will use any and all tools available. I still want to fly for as long as I pOSSibly can. The only way I will be able to do that is if I manage, to the best of my ability, all the inherent risks that accompany me in flight. Won't you join me in that manage ment, as we are beckoned aloft by ... blue skies and tail winds.

Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year, a Master Instructor, and a designated pilot examiner. He operates DSFI In c. (www.DSFlight.com). based at the Co lumbia County Airport (lBI). ....... VINTAGE AIRPLANE

BY H.G . FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ. IT'S A PHOTO FROM THE EAA LIBRARY ARCHIVES.

Send your answer to EAA, Vintage Airplane, P.O . Box 3086,

Oshkosh, WI 54903-3086. Your answer needs t o be in no later than November 15 for

inclusion in t he January 2010 issue of Vintage Airplane. You can also send your re足 sponse via e-mail. Send your answer t o mysteryplane@eaa .org.

Be sure to include your name plus your city and state in the body of your note and put (Month) Mystery Plane" in the subject line. II

JULY'S MYSTE RY ANSWER

Wes Smi th of Springfield, Illinois , supplied us with the July Mystery Plane. Jack Erickson of State College, Pennsylvania, knew it right away. Here's what he wrote: The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work. Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California, including Van Nuys, East Los Angeles , and Glendale . This information comes from Aerofiles. com. Additional material is given 34

OCTOBER 2009

in American Airman Volume 4, No. 12 for December 1961. In this latter reference, H. Hugh Wynne wrote an illustrated article based on an interview with Lincoln, who said that nine aircraft were built and that several were still in existence and flying in 1961. The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences, especially in a smaller wingspan and the wing strut structures which can be seen from photos, from the true Nieuports. These changes were necessary for WWI movie filming and also for other contemporary

movie requirements for biplanes. The aircraft used Wright R-790 0-4), Continental R-670 , and other engines in the 200-250 hp range. From Wes Smith, who supplied the photo: I recently purchased a copy of the Schiffer book Nieuport 28: America 's First Fighter, by Theodore Hamady. I know Theodore from my days at NASM and trust his research. Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l, -2, and -3. His information is somewhat different than what is on the Aerofiles website .

Theodore states that "LF" stood for "Lincoln Fighter" and not "Lincoln Flagg" as it states on Aerofiles . He also goes into great detail on Garland Lincoln and his aviation career, which included a tie to the Kreutzer Air Coach, a fact which was unknown to me until I acquired Hamady's book a couple of weeks ago. The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling . The LF-2 and LF-3 had a Wright J-4 and J-4B, respectively. Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing. The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls, clipped wings, and modified interplane struts. At first, I was thinking that the photo might be one of Lincoln's modified Nieuport 28s, but I now believe that it is the LF-1, after the Gnome was replaced with the 220-hp Continental around 1950. The photo also shows no dihedral on the upper wing, which is a characteristic of the LFs, which also had a steel tube fuselage. So, our Mystery Plane is actually (probably) the LF-1 after the engine change. Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage. Other correct answers were

received from John W. Taylor, Buffalo Grove, Illinois; Tom Ramsey, Mount Juliet, Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal

Air Force pilot caught in a time warp); David Staken, Tempe, Arizona; Ed Folz, Cupertino, California; William D. Barger, Del Rio, Texas; Alexander Fasolilli, Herkimer, New York; and Dave Dent, Camden, New South Wales, Australia. ....

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continued from page 3

Amelia Earhart Biopic Set for Release On October 23, Fox Searchlight Pictures will release Amelia, starring two-time Academy Award winner Hilary Swank as Amelia Earhart, founding member and first presi dent of the Ninety-Nines, and the first woman to be decorated with the Distinguished Flying Cross, presented after becoming the first woman to fly solo across the At lantic. The movie, directed by Mira Nair, is a biopic expected to detail the extraordinary life of adventure, celebrity, and continuing mystery of the noted aviatrix. Richard Gere, Cherry Jones, and Ewan McGregor round out the cast for this major Hollywood produc tion, much of which was shot in Canada. While a movie summary was not available at press time, the movie trailer shows significant effort was put into creating accurate non flying replicas of two aircraft flown by Earhart, her record-breaking cherry red Lockheed Vega and the

, \ ' L Swank's portrayal of Amelia is complemented by the strong resem blance the Academy Award-winning actress has to Ms. Earhart.

Fokker Tri-motor Friendship, in which she flew as a passenger, becoming the first woman to cross the Atlan tic by air. During production a few of our fellow members and others were asked to participate with their aircraft, and it will be interesting to see to what extent their efforts will appear in the movie. A quick review of the trailer shows the BOcker Jung mann of Larry and Andrew Ernwe wein from Ontario, Tom Dietrich and

TAiLW~66LS

DS*-lKOS*-l, MY CiND OF V'LAC€!

the Tiger Boys' Thruxton Jackaroo, and a Beech Staggerwing all stand ing in for air show biplanes from the early 1930s. Grace McGuire's 1935 Lockheed lO-E, N1602D, is featured in the film as well. After becoming the first woman to fly across the Atlantic, Ame lia was thrust into a new role as America's sweetheart-the legend ary "goddess of light, known for her bold, larger-than-life charisma. Yet, even with her global fame so lidified, her belief in flirting with danger and standing up as her own outspoken woman never changed. In the summer of 1937, Amelia set off on her most daunting mission yet: a solo flight around the world that she and her husband, George Putnam, both anxiously foresaw as destined, whatever the outcome, to become one of the most talked about journeys in history. Like most Hollywood flicks about aviation, I'm sure there will be a few nitpicky things that will annoy the most ardent observers, but any motion picture that will show aviation in a positive, ex citing light is bound to do some good. Look for it in your local area beginning on Friday, October 23, 2009. Share your thoughts about the movie on EAA's new online community, Oshkosh365 at www. II

Oshkosh365.org. 38

OCTOBER 2009

AERO CLASSIC

"COLLECTOR SERIES"

Vintage Tires 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.orltJ using credit card payment (all cards accepted) . Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O . Box 3086, Oshkosh , WI 54903-3086 .

MISCELLANEOUS Flying wires available_1994 pricing. Visit www.flyingwires.com or caIiSOO-517-927S. www.AeroList.org - Like Craigslist for the aviation community.

SERVICES Always Flying Aircraft Restoration, LLC: Annual Inspections, Airframe recovering, fabric repairs and complete restorations. Wayne A. Forshey A&P & I.A. 740-472-1481. Ohio and bordering states

New USA Production Show off your pride and joy with a fresh set of Vintage Rubber. These newly minted tires are FAA-TSO'd and speed rated to 120 MPH. Some things are better left the way they were, and in the 40' s and 50's, these tires were perfectly in tune to the exciting times in aviation. Not only do these tires set your vintage plane apart from the rest, but also look exceptional on all General Aviation aircraft. Deep 8/32nd tread depth offers above average tread life and UV treated rubber resists aging. First impressions last a lifetime, so put these bring back the good times ..... New General Aviation Sizes Available:

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STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp, MANAGEMENT, AND CIRCULATION (Required by 39 U.s.c. 3685). 1. Title of Publication: Vintage Airplane 2. Publication No.:062-750. 3. Filing Date: 9/24/09. 4. Issue Frequency: Monthly. 5. No. of Issues Published Annually: 12. 6. Annual Subscription Price: $36.00 in U.s. 7. Known Office of Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903足 3806. Contact Person : Kathleen Witman, Telephone: 920-426-6156. 8. Headquarters or General Business Office of the Publisher: Same as above. 9. Publisher: Tom Poberezny. EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Editor: H.G. Frautschy, EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Managing Editor: None. 10. Owner: Experimental Aircraft Association, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. 11. Known bondholders, mortgagees, and other security holders owning or holding 1 percent or more of total amounts of bonds, mortgages or other securities: None. 12. Tax Status: Has Not Changed During Preceding 12 Months. 13. Publication Title: Vintage Airplane. 14. Issue date for circulation data below: September 2009. 15. Extent and Nature of Circulation (Average No. Copies Each Issue During Preceding 12 Months/ No. Copies of Single Issue Published Nearest to Filing Date): a. Total No. of Copies Printed (8,179/7,216) b. Paid Circulation (By Mail and Outside the Mail): 1. Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser's proof copies, and exchange copies) (6,557/6,301).2. Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser's proof copies, and exchange copies) (0/0). 3. Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Paid Distribution Outside USPS (364/390). 4. Paid Distribution by Other Classes of Mail Through the USPS (e.g., First-Class Mail) (23/2). c. Total Paid Distribution (Sum of 15b (1). (2), (3), and (4)) (6,944/6,693). d. Free or Nominal Rate Distribution (By Mail and Outside the Mail): 1. Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (0/0).2. Free or Nominal Rate In-County Copies Included on P5 Form 3541 (0/0). 3. Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (e.g. First-Class Mail) (1821182).4. Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666/200). e. Total Free or Nominal Rate Distribution (Sum of 15d (1). (2), (3), and (4) (848/382). f. Total Distribution (Sum of 15c and 15e) (7,792/7,075) . g. Copies not Distributed (See Instructions to Publishers #4 (page #3))(210/215). h. Total (Sum of 15f and g) (8,002/7,290) . i. Percent Paid (15c divided by 15f times 100) (89.11 %/94.60%). 16. Publication of Statement Ownership: Publication required . Will be printed in the October 2009 issue of this publication. 17. I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including civi l penalties). Executive Director/ Editor: H.G. Frautschy, 9/25/09. PS Form 3S26, September 2007 VINTAGE AIRPLANE

Membershi~ Services Directory VINTA GE

ENJOY THE MANY BENEFITS OF EAA AND

AIRCRAFT EAA's VINTAGE AIRCRAFT ASSOCIATION

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

OFFICERS President Geoff Robi son 152 1 E. M acGregor Dr. New Haven, IN 46774 260-493-4724 cllie{7025@aol.com

Vice- Preside nt George Da ubner 2448 Lough Lane Hartford , WI 53027 262-673 -5885

Secretary Steve Nesse

Treas urer C ha rles W. Harris 72 15 East 46th Sl. Tul sa, OK 7414 7 9 18-622-8400 cwh@hv5u.com

gdallbller@eaa .org

2009 Highland Ave. Albert Lea, M N 56007 507-373 -1 674 stl les2009@/ive.com

DIRECTORS Steve Bende r 85 Brush Hill Road Sherborn , M A 01 770 508-653 -7557

Jeannie Hill P.O. Box 328 Harvard, IL 60033-0328 815-943-7205

sst l O@Col1lcast. net David Bennett 375 Killdeer Ct Lin coln, CA 95648 9 16-645 -8370

Espie " But ch " Joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668-3650

antiqller@illreacil .com

windsock@aol .com

Jerry Brown 317-422-9366

Dan Knut son 106 Te na Ma ri e C ircle Lcdi, WI 53555 608-592-7224

Ibrown4906@aoi.com

' odicub@cllarter." ef

4605 Hickory Wood Row

Greenwood, IN 46 143

Dave Clark 635 Vestal Lan e Plainfield, IN 46 168 3 17-839-4500

Steve Krog

1002 Hea th er Ln.

Hartford, WI 53027

262-966-7627

davecpd@att.net

sskrog@aoi.(om

John S. Copeland l A Deaco n Street North borough, M A 01 532 508 -393-4775 copela/ld J@jlmo.com

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

Phil Coulson 284 15 Spri ngbrook Dr. Lawton, MI 49065 269 -624-6490 rcou!so" S16@Cs,com

S. H. "Wes" Schmid 23 59 Lefeber Avenue Wauwatosa, WI 532 13 414-77 1-1 545 sltschmid@gm o il.com

Da le A. G ustafson 772 4 Shady Hills Dr.

Indianapolis, IN 46278

317-293-44 30

dale{aye(g'>t1lS1J .com

DIRECTORS

EMERITUS

Robert C. Brauer 9345 S. Hoyne Chicago, IL 60643 805 -782-97 13 photopilot@aol.com

E.E. " Buck " Hilbert 8102 Leech Rd. Union, IL 601 80 8 15-923-459 1 buck7ac@gm ai/.com

Gene Ch ase 2 159 Carlton Rd. Oshkosh, WI 54904 920-23 1-5002

Gen e Morris

GRCHA<f!"Y:harter,net

5936 Steve Court

Roanoke, TX 76262

8 17-49 1-9 110

genem o"is@Charter. llet

Ro nald C. Fritz 1540 1 Sparta Ave. Ke nt City, MI 49330 6 16-678-50 12

John Turgyan PO Box 21 9 New Egypt, NJ 08533 609-758-2910

"'' - ' ';.

;-'""'

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircm(t.org, www.airventure.org, www.eaa.org/memberbenefits E-Mail: vintageairaa(l@eaa.org

Monday-Friday CST) EAA and Division Membership Services (8:00 AM-7:00 PM www.eaa.argjmemberbenefits membership@eaa.arg 800-564-6322 FAX 920-426-4873 •New/renew memberships •Address changes • Merchandise sales ' Gift memberships www.airventure.org EM AirVenture Oshkosh 888-322-4636 www.sportpilot.arg Sport Pilot/ Light-Sport Aircraft Hotline 877-359-1232 Programs and Activities Auto Fuel STCs 920-426-4843 920-426-6570 Education/ Aeroscholars • EM Air Academy 920-426-6880 www.airacademy.arg • EM Scholarships 920-426-6823 Right Instructor information www.eaa.orgfnafi 920-426-6801 920-426-4848 Library Services/Research Benefits AUA Vintage Insurance Plan 800-727-3823 www.auaanline.cam EM Aircraft Insurance Plan 866-647-4322 www.eaa.argjmemberbenefits EM VISA Card 800-853-5576 ext. 8884 EM Hertz Rent-A-Car Program 800-654-2200 www.eaa.argjhertz EM Enterprise Rent-A-Car Program www.eaa.orgjenterprise 877-421-3722 Editorial www,vintageaircraft.org 920-426-4825 VAA Office FAX 920-426-6579

airventure@eaa.arg sportpilot@eaa.arg dwalker@eaa.ar mrabbins@eaa.arg airacademy@eaa.org schalarships@eaa.arg tdeimer@eaa.org slurvey@eaa.org

membership@eaa.arg membership@eaa.arg membership@eaa.arg vintage@eaa.arg tboaks@eaa.arg

EAA Members Information Une 888-EAA·INFO (322-4636)

Use this toll-free number for: information about AirVenture Oshkosh; aeromedical and technical aviation questions;

chapters; and Young Eagles. Please have your membership number ready when calling.

Office hours are 8:15 a.m. - 5:00 p.m. (Monday - Friday, CST)

MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, includ ing 12 issues of SPORT AVIATION. Family membersh ip is an additiona l $10 ann ually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (A dd $16 for Foreign Postage.)

EAA SPORT PILOT Curre nt EAA members may add EAA SPORT PILOT magazine for an additiona l $20 per year. EAA Me m bers h ip and EAA SPOR T PILOT m agazine is availab le fo r $40 per year (SPORT AVIATION magaZine not in cluded). (A dd $16 for Foreign Postage,)

VINTAGE AIRCRAFT ASSOCIATION Current EAA m em bers m ay jo in th e Vi n tage Aircraft Assoc iat ion and receive VIN TAGE A IRPLANE magaZine for an ad di tional $36 per year. EAA Membe rship, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not in cluded). (Add $7 for Foreign Postage.)

lAC

Cu rrent EAA members may join the International Aerobatic Club, Inc. Divi sion and receive SPOR T AEROBA TICS magaZine for an additional $4S per year. EAA Members h ip, SPORT AEROBAT I CS magazine and one year membership in t he lAC Division is available for $SS per year (SPOR T AVI A TIO N magazine no t included). (A dd $ 1 8 f o r Foreign Postage,)

WARBIRDS Current EAA members may join the EAA Warbi rds of America Division and receive WARBIRDS magazine for an additional $4S per year. EAA Membership, WA RBIRDS maga zine and one year membership in the Warbirds Division is available for $SS per year (SPORT AVIATION magazine not in cluded). (A dd $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submi t you r remi t ta n ce with a ch eck or draft drawn on a Un ited States bank payable in Uni ted States dollars. Add required Foreign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions Copyright e2009 by the EAA Vintage Aircraft Association, All rights reserved. VINTAGE AIRPLANE (USPS 062·750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaaorg. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is S36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6.15. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AI RPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Members are encouraged to submH stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: EdHor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica'M are registered trademarks, trademar1<s, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service mar1<s without the pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.

O C TOBER 2009

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