march 2010
march 2010
STRAIGHT & LEVEL GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
No user fees and that pesky weather rodent This month’s column starts out with a good news–bad news scenario. Okay, the good news first. The federal budget was recently introduced by the current administration in Washington, D.C., and there are no signs of any user fees projected to impact general or recreational aviation for the upcoming fiscal year 2011. This is really huge news in my estimation. I see this as an affirmation of all the hard work of each of the aviation “alphabet organizations,” as well as our membership, in their efforts to tell the whole story about the importance of general aviation (GA) in today’s society, and its positive impact on this nation’s economy. Doug Macnair of EAA’s government relations office said it best when he recently remarked, “The system is elegant in its simplicity; the more we fly, the more fuel we burn, the more we pay in taxes. There can be no more accurate measure of our direct use of the national airspace system.” Well said, Doug! If you haven’t been watching the development of the GA caucuses in the 111th Congress, you should be aware that the House and the Senate caucuses have both experienced massive membership growth in recent months. These caucuses in the House and the Senate already have shown to have had a positive impact on GA, particularly in the arena of abusive legislation that has time and again threatened our way of life. Let’s continue to hope for the best, that these caucuses will continue to thrive and impact GA with positive outcomes. If your local representative has yet to join
one of these caucuses, please be sure to encourage him or her to take an active role in GA and join up. Now for the bad news! It seems as though that pesky little rodent in Pennsylvania has once again seen his shadow, thereby assuring us of an additional six weeks of winter weather. Oh, the joys of living in the great Midwest or, this year, in the mid-Atlantic and Northeast. They no more turned “Phil” loose in Punxsutawney, and it started snowing around here nearly every day since. I think we have gotten 9 inches since this shadowy event, and it’s snowing now and not predicted to stop for two more days. Somebody out there in the great state of Pennsylvania, please hunt this useless wannabe guinea pig down and concrete his hole shut! Oh well, by the time you read this month’s column, we will be within just a few weeks of April and hopefully experiencing some higher temperatures and a little sunshine. Here’s hoping you have an earlier spring than I do. Since the groundhog has given us all an extra bit of time to bone up on our flying knowledge, seek out some of the online aviation information; there’s bound to be something you don’t remember! EAA AirVenture Oshkosh 2010 is coming together. The Vintage type club parking area will feature a large number of Cessna 170s along with the venerable Stinson aircraft this year. Another featured aircraft at Oshkosh 2010 will be the old-time workhorse, the Douglas DC-3. This year marks the 75th anniversary of this awesome machine. EAA, VAA, and the Warbirds of America will be host-
ing virtually dozens of these amazing aircraft. Nowhere else in this world will you ever be able to see so many DC-3s in one place at the same time. This effort is sure to be a gate-buster at this year’s event. July 28, 1935, was the day of the first flight of the famous Boeing B-17 Flying Fortress. EAA has put out the call to all current operators of these special aircraft to bring them to AirVenture for this unique anniversary. Be sure to visit www.AirVenture.org often to keep up with all the planning for this year’s event. You just have to be at The World’s Greatest Aviation Celebration. I hope to see you there! Be sure to read about our newly relaunched Vintage Aircraft Association Lifetime Membership opportunity in the VAA News column in this month’s issue. This renewed opportunity comes about because of a great deal of interest from our thousands of members. Please consider making a lifetime commitment to the Vintage Aircraft Association. The many benefits of a VAA Lifetime Membership are sure to complement the many amenities of your regular benefits. Help us preserve the vintage aircraft movement by joining us as a VAA member in perpetuity. 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!
A I R P L A N E Vol. 38, No. 3
2010
MARCH
CONTENTS IFC Straight & Level No user fees and that pesky weather rodent by Geoff Robison
2
News
4
Chapter Locator and Info
6
Fleet Canuck Canada’s gem from the north by Budd Davisson
12
My Friend Albert Vollmecke Part III by Robert G. Lock
16
Ground Effect Use manual flaps to hop off sooner by Irven F. Palmer Jr.
20
Light Plane Heritage The Bellanca Biplanes by Jack McRae
25
The Vintage Mechanic My thoughts on aircraft propellers, Part II by Robert G. Lock
30
6 STAFF
The Vintage Instructor How’s your flight proficiency? by Steve Krog, CFI
32
EAA Publisher Director of EAA Publications Executive Director/Editor Production/Special Project Photography
Mystery Plane by H.G. Frautschy
36
Vintage Books and Video Reviews
37
Classified Ads
39
What Our Members Are Restoring Klemm 107C by Thomas Stute
COVERS
Advertising Coordinator Classified Ad Coordinator Copy Editor Director of Advertising
16
FRONT COVER: Two Fleet Canucks came to EAA AirVenture Oshkosh 2009 with their pilots, Peter Moodie and Joe Leslie. Leslie’s airplane, this beautifully restored model built in 1953, only has a bit more than 12,000 hours on it. Moodie’s airplane, which you can see in the article by Budd Davisson star ting on page 6, had 22,270 hours on the air frame as of the trip to Oshkosh. EAA photo by Jim Koepnick. BACK COVER: If you ever wondered what the very first airplane to receive a Department of Commerce, Aeronautics Branch Approved Type Certificate looked like, wonder no more. This is the very first Buhl-Verville J4 Airster, ATC no. 1. The type certificate was issued with great fanfare on March 29, 1927, just a couple of months before Lindbergh flew the Atlantic solo. This particular airplane, the first off the production line, was sold to Henry B. DuPont of Wilmington, Delaware. This Kalec-Forester photo is part of the George O. Noville Collection of the EAA Library.
Tom Poberezny Mary Jones H.G. Frautschy Kathleen Witman Jim Koepnick Bonnie Kratz Sue Anderson Lesley Poberezny Colleen Walsh Katrina Bradshaw
Display 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 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@flying-pages.com
VINTAGE AIRPLANE 1
VAA NEWS LIFETIME
MEMBER
VAA Lifetime Membership Now Available It’s been more than 30 years since the Antique/Classic Division of EAA (now the Vintage Aircraft Association) has offered a lifetime membership option. Over the past few years a number of committed members of both VAA and EAA have asked us to consider reinstating the lifetime membership option. Now, with the EAA lifetime membership available to all who wish to show their dedication to recreational aviation, we can offer the same opportunity to members of the Vintage Aircraft Association. It takes a special individual to make a lifetime commitment to support the work we do to help preserve, protect, and defend the freedom of personal flight. We feel honored that a number of you have expressed an interest in showing your dedication by becoming a VAA lifetime member, and your commitment deserved to be rewarded. By demonstrating your commitment to aviation as a VAA lifetime member, you’ll be rewarded with all the great benefits of individual membership, plus the exclusive benefits only lifetime members receive: • A personalized VAA lifetime member card, • Customized and framed VAA lifetime member certificate, • Official VAA lifetime member propeller paperweight, •VAA lifetime member pin, • VAA lifetime inside/outside window decal, and • A listing on the VAA website as a VAA lifetime member alongside your fellow VAA lifetime members. If you’d like a VAA lifetime member jacket, it is available for an additional cost of only $50.
2 MARCH 2010
A VAA lifetime member becomes part of an exclusive group of aviators who have chosen to act as stewards of recreational aviation and the backbone of EAA’s mission to support the passionate pursuit of flight. VAA lifetime members lead by example through their demonstrated dedication to aviation’s future. And with their help, and yours, VAA can preserve the unwavering spirit of more than a century of aviation pioneers, innovators, and heroes. Beyond a passion for the airplanes of yesteryear and a willingness to show your commitment to support the work being done by the VAA, there is just one requirement for VAA lifetime membership; since you have to be an EAA member to be a VAA member, each VAA lifetime member must also be an EAA lifetime member. If you’re already one of the nearly 1,300 EAAers who are already an EAA lifetime member, the additional cost of a Vintage Aircraft Association lifetime membership is only $975. If you’re not yet an EAA lifetime member, to become both an EAA and VAA lifetime member, the total cost is $1,950. Various options are available to pay for a lifetime membership. For more information, contact EAA membership services at 800-564-6322.
Time to Replace Your Paper Pilot Certificate Pilots who still have not replaced their paper pilot certificate should do so immediately or risk being unable to exercise their hard-earned privileges in the not-too-distant future. All paper airman certificates will expire after March 31, 2010. FAR 61.19(h) reads: “Except for a temporary certificate issued under §61.17 or a student pilot certificate issued under paragraph (b) of this section, the holder of a paper pilot certificate issued under this part may not exercise the privileges
of that certificate after March 31, 2010.” To have your certificate replaced, you can visit this website: www.FAA.gov/ licenses_certificates/airmen_certification/ certificate_replacement. Or, you can mail in your request to: Federal Aviation Administration Airmen Certification Branch, AFS-760 P.O. Box 25082 Oklahoma City, OK 73125-0082 Enclose a check for $2 for each certificate you need replaced. A few items to note: • The FAA says to allow four to six weeks for mail processing and seven to 10 days for online processing. • It will issue only one copy of each certificate. • It cannot place the original date of issue on a replacement certificate. • It will not issue expired certificates. However, you can request an expired CFI letter at no charge. • If your current address is listed as a post officebox (P.O. box), general delivery, rural route, or star route, please provide directions or a map for locating your residence. Finally, one more thing to mention—don’t send your paper certificate in when you mail in your request! Keep it in your possession. The FAA does not require you to send it in, and doing so may confuse the FAA into thinking you’re surrendering your certificate, something that you really don’t want to do.
Type Club/FAA Meeting During EAA AirVenture In an effort to add to the ways the type clubs can communicate in an efficient manner with the FAA’s Small Airplane Directorate, the VAA will again facilitate a series of meetings between clubs who ask for a meeting with the FAA during AirVenture. To be clear, we don’t control the agenda, nor does the FAA limit its contact with type clubs to
only this time of year; on the contrary, when issues come up from time to time, the FAA is most interested in obtaining feedback from the clubs. Often, this feedback is done through the airworthiness concern sheet (ACS) system when a maintenance-related issue is highlighted. “The Small Airplane Directorate responds to the public’s concerns throughout the year and in as timely a way as possible,” notes John Colomy, manager of the Small Airplane Directorate’s Standards Office. Our job during AirVenture is to provide a convenient place for the FAA to meet with any type clubs that would like to meet face-to-face. We ask that any issues the type clubs may have with the FAA be sent via e-mail or letter to VAA headquarters by April 30. During the first part of May we will compile the issues in a list and forward them to Kim Smith, the manager of the FAA’s Small Airplane Directorate in Kansas City. Kim and her staff will then directly contact the clubs, working to address the issues during the first part of the summer and, if need be, meet with the individual clubs during AirVenture. After AirVenture, the Small Airplane Directorate will report back to EAA regarding the issues brought forward and their disposition. We ask that only the head of each type club send a letter; if you’re a member of a type club and you feel the club should address a specific problem, please contact the club directly and ask that the issue be added to the club’s list of concerns. Club presidents or their designated representatives should send their letter to: Vintage Aircraft Association Attn: Type Club Issues P.O. Box 3086 Oshkosh, WI 54903-3086 Or you can e-mail your letter to vintageaircraft@eaa.org. Only those issues brought forth in writing will be added to the list, and again, please ensure your message is submitted by April 30, 2010.
Short Wing Piper Club Also, we have a change for the listing of the Short Wing Piper Club: Short Wing Piper Club Inc. Eleanor Mills 2865 S. Ingram Mill, Unit D-202 Springfield, MO 65804 417-883-1457 E-mail: membership@shortwing.org Website: www.ShortWing.org Dues: $40/yr. U.S. & Canada; $50 Int’l Newsletter: Short Wing Piper News, Bimonthly
International Stinson Club Please change your listing for the International Stinson Club; the individual in the previous list published in Vintage Airplane is no longer associated with the club. Here’s the correct information: International Stinson Club Logan Boles 210 Blackfield Dr. Tiburon, CA 94920 415-383-3262 E-mail: loganboles@gmail.com Website: www.StinsonClub.org Dues: $30/yr. Newsletter: Monthly
Nelson’s Comanche Windshield
EAA Calendar of Aviation Events Is Now Online EAA’s online Calendar of Events is the “go-to” spot on the Web to list and find aviation events in your area. The user-friendly, searchable format makes it the perfect webbased tool for planning your local trips to a fly-in. In EAA’s online Calendar of Events, you can search for events at any given time within a certain radius of any airport by entering the identifier or a ZIP code, and you can further define your search to look for just the types of events you’d like to attend. We invite you to access the EAA online Calendar of Events at http://www.eaa.org/calendar/
Upcom ing M ajor F l y - I ns AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen, Germany April 8-11, 2010 www.AERO-Friedrichshafen.com/html/en Sun ’n Fun Fly-In Lakeland Linder Regional Airport (LAL) Lakeland, Florida April 13-18, 2010 www.Sun-N-Fun.org Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk, Virginia May 22-23, 2010 www.VirginiaFlyIn.org Golden West Regional Fly-In and Air Show Yuba County Airport (MYV) Marysville, California June 11-13, 2010 www.GoldenWestFlyIn.org Arlington Fly-In Arlington Municipal Airport (AWO) Arlington, Washington July 7-11, 2010 www.ArlingtonFlyIn.org
Jim Nelson, owner of the beautiful Piper PA-24 Comanche featured in our January issue, dropped us a note to correct the dimensional thickness of the new windshield installed by WEBCO. The actual thickness is 1/4-inch, not 1/2-inch as written.
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh, Wisconsin July 26-August 1, 2010 www.AirVenture.org
Possible Assembly Glitch with February Magazine
Mid-Eastern Regional Fly-In Grimes Field Airport (I74), Urbana, Ohio September 11-12, 2010 www.MERFI.info
If your copy of February’s issue of Vintage Airplane wasn’t assembled correctly, we’d like to hear from you so we can send you a correctly constructed copy! A very limited number of that issue were incorrectly assembled at our printer’s plant. Drop us a note at vintageaircraft@eaa.org or via regular mail at VAA, PO Box 3086, Oshkosh WI 54903 and we’ll get a new, correct copy to you as soon as we can.
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver, Colorado August 28-29 2010 www.COSportAviation.org
Copperstate Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande, Arizona October 21-23, 2010 www.COPPERSTATE.org Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen, Alabama October 22-24, 2010 www.SERFI.org For details on hundreds of upcoming aviation happenings, including EAA chapter fly-ins, Young Eagles rallies, and other local aviation events, visit the EAA Calendar of Events located at www.eaa.org/calendar.
VINTAGE AIRPLANE 3
JOHN OSTMEYER
Chapter Locator and info
Visit the VAA chapter nearest you and get to know some great vintage-airplane enthusiasts! You don’t need to be a pilot to join in the fun, just have a love of the great airplanes of yesteryear.
CALIFORNIA Hayward, CA, VAA 29 Meeting: 2nd Thurs., 6:00 p.m. Hayward Executive Airport Hangar (HWD) William Field, President Phone: 925-463-0589 E-mail: wfield49@aol.com CALIFORNIA Sacramento, CA, VAA 25 Meeting: 2nd Sat., 9:00 a.m. See chapter website for location. Jim Jordan, President Phone: 916-983-0865 E-mail: jimsfcu@ix.netcom.com Website: www.Vin25.org CAROLINAS, VIRGINIA Walnut Cove, NC, VAA 3 Meeting: Contact President Susan Dusenbury, President Phone: 336-591-3931 E-mail: sr6sue@aol.com Website: www.VAA3.org May 7-9: Spring Fly-In, Roxboro, NC FLORIDA Lakeland, FL, VAA 1 Meeting: Contact President Jon Baker, President Phone: 863-676-0426 E-mail: airmanj5@wmconnect.com Website: http://FSAACA.com ILLINOIS Lansing, IL, VAA 26 Meeting: Contact President Peter Bayer, President Phone: 630-922-3387 E-mail: c180bayer@comcast.net
4 MARCH 2010
INDIANA Auburn, IN, VAA 37 Meeting: 4th Thurs., 7:00 p.m. Auburn Airport Chapter Hangar Drew Hoffman, President Phone: 260-693-9747 E-mail: drewhoffman@vaa37.org Website: www.VAA37.org
KANSAS Overland Park, KS, VAA 16 Meeting: 2nd Fri., 7:30 p.m. New Century Airport, CAG Hangar Kevin Pratt, President Phone: 816-985-3248 E-mail: kpratt@vaa16.com Website: www.VAA16.com June 25-26: Annual Greater Kansas City Area Vintage Fly-in at Gardner Municipal (K34). See web for details. Come and enjoy!
LOUISIANA New Iberia, LA, VAA 30 Meeting: 1st Sun., 9:00 a.m. LeMaire Memorial Airport Hangar 4 (2R1) Roland Denison, President Phone: 337-365-3047 E-mail: vaa30@cox.net
MINNESOTA Albert Lea, MN, VAA 13 Meeting: 2nd Thurs., 7:00 p.m. Albert Lea Airport FBO (AEL) Paul Stieler, President Phone: 507-377-2291 E-mail: pstieler@smig.net
NEBRASKA Plattsmouth, NE, VAA 31 Meeting: 1st Sat., 10:30 a.m. Plattsmouth Airport Term Bldg. William Kroeger, President Phone: 402-331-3887 E-mail: pilotwill@cox.net
Fall Fly-In at Camden, South Carolina, L-R: Harry Ballance’s Stearman, Todd Givens’ Stearman, Ron Normark’s Super Cub and Chet Phillips’ Fairchild 24.
NEW HAMPSHIRE North Hampton, NH, VAA 15 Meeting: 2nd Sat., 11:00 a.m. Hampton Airfield (7B3) Eric Obssuth, President Phone: 603-479-5832 E-mail: sandhillaviation@att.net
OKLAHOMA Tulsa, OK, VAA 10 Meeting: 4th Thurs., 7:00 PM Hardesty South Regional Library Joe Champagne, President Phone: 918-257-4688 Email: skypal@groveemail.com
NEW JERSEY Andover, NJ, VAA 7 Meeting: 1st Sun, 10:30 a.m. Aeroflex Andover Airport (12N) Joe Tapp, President Phone: 908-872-3821 E-mail: joetapp@comcast.net
TEXAS Spring, TX, VAA 2 Meeting: 4th Sun., 2:00 PM David Wayne Hooks Airport (KDWH) Fred Ramin, President Phone: 281-444-5309 Email: fredramin@sbcglobal.net
OHIO Columbus, OH, VAA 38 Meeting: 2nd Sunday, 1 p.m. Contact president for location. Perry Chappano, President Phone: 614-496-3423 E-mail: polestar@ameritech.net
WISCONSIN Brookfield, WI, VAA 11 Meeting: 1st Mon., 7:30 PM Capitol Drive Airport Office (O2C) James Brown, President Phone: 262-895-6282 Email: jb1910@wi.rr.com
OHIO Delaware, OH, VAA 27 Meeting: 3rd Sat., 9:00 a.m. Delaware Municipal Airport (DLZ) Terminal Building Martin McIntire, President Phone: 740-362-7228 E-mail: wjmcintire@cs.com Website: www.EAAdlz.org May 15: 8-10 AM: Fly-In Pancake Breakfast June 19: 8-10 AM: Fly-In Pancake Breakfast
Buddy Wehman describes the starter on his Fleet 16 at the Camden 2009 Fly-In.
OHIO Troy, OH, VAA 36 Meeting: Contact President Richard Amrhein, President Phone: 937-335-1444 Email: dickandpatti@aol.com
Want to Start a VAA Chapter? It’s easy to start a VAA chapter. All you need to get started is five Vintage enthusiasts. Then contact the EAA Chapter Office at 920-426-6867, or e-mail chapters@eaa.org to obtain an EAA Chapter Starter Kit. EAA has tools to help you get in touch with all your local Vintage members, and will guide you through the process of starting a chapter. VINTAGE AIRPLANE 5
Fleet
Canuck!
Now there’s a term with
wide-ranging applications and meaning. For example, it’s one of the many phrases our friends north of the border use to describe themselves. For another, it can be a hockey team. Or a Canadian cartoon character (Johnny Canuck). It can also be an airplane. Three actually: the World War I Curtiss JN-4 Canuck (Jenny, south of the border); the native-designed and -built jet fighter, the CF-100 Canuck; and lastly, the Fleet Canuck. Except the Fleet Canuck isn’t just an airplane. This postwar classic is closer to being an icon. Or a legend. To hardcore Canadians, it’s more than simply a flying machine. And with 22,270 hours in its logbook, CF-EOH is more than just a Canuck. It’s a flying witness to the Canadian character: tough, resilient, adaptable, and ready to do whatever needs doing. It’s a Canuck and then some.
Canada’s gem from the north by Budd Davisson
6 MARCH 2010
VINTAGE AIRPLANE 7
The Fleet Canuck has a distinctive narrow-waisted look to the aft fuselage. That’s accentuated by the rather wide cabin that can accommodate two people in full winter dress.
The Fleet Canuck is powered by a fuelinjected Continental C-85, and it uses bungees tucked up in the bottom of the fuselage to absorb landing loads.
CF-EAU has “only” 12,000 hours on it, most of it accumulated during flight training. Now with a prize-winning restoration and a very capable instrument panel, it’s “retired” to a life of leisure with Joe Leslie at the controls.
Peter Moodie of Winnipeg, Manitoba, is typical of Canuck owners in that he is driven to make certain everyone knows of Canada’s own Fleet Canuck. Being a Canuck, he’s proud of his Canuck. Even though it’s a little worn around the edges (22,270 hours will do that to an airplane), he has every right to be proud of his airplane in that it is one of the roughly 60 survivors of the 225 built, and in its lifetime, it has produced literally hundreds of pilots. (Editor’s Note: That last statistic is interesting; if you look at the production/registration records of airplanes built in the United States, you’ll
8 MARCH 2010
usually find that about half of the classic airplanes built after World War II are still on the registration rolls. The Canuck is a tough, useful airplane, but the rigors of flight training, and of flying in the bush in Canada, have taken their toll. Only a quarter of those built still survive.—HGF) Joe Leslie, from Abbotsford, British Columbia, is proud of his Canuck, too. CF-EAU is totally restored, a spit-and-polish trophy winner, and sitting next to Joe’s airplane, it makes spectators that much more aware of the toll time has taken on Peter’s. But that is to be expected because Joe’s Canuck
Joe Leslie and his simple fuel gauge familiar to most pilots, a wire on a cork.
has only a little more than 12,000 hours on it. Most of it in flight training like Peter’s. That’s right, the two airplanes sitting side by side in the Vintage area at EAA AirVenture Oshkosh 2009 had a total of more than
CF-EOH is well-loved, having accumulated 22,270 hours on the airframe! It’s owned and flown by Peter Moodie of Winnipeg, Manitoba, who brought it to EAA AirVenture Oshkosh along with his pal Joe Leslie, of Abbotsford, British Columbia.
Hey, if you had 22,270 hours on your airframe, your rudder pedals would be a bit worn, too!
34,000 hours between them! 34,000 hours! That’s nearly four years aloft. Airplanes don’t live that long or work that hard unless they are A) good at what they do and B) hell for
Peter Moodie with his nice new set of Millennium cylinders that help keep CFEOH purring along.
stout. And the Fleet Canuck is both. Another interesting aspect to the Canuck is that it is essentially a homebuilt airplane that was eventually put into production. The original design was laid down by J.O. “Bob” Noury of Ottawa in 19411942. He had thoughts about putting it into production and got it certified, but then the unpleasantness in Europe intervened, and he put his flying prototype away until the war was starting to wind down. Fleet Aircraft, based in Fort Erie, Ontario (just across the river from Buffalo, New York), was at that time looking ahead at what it knew was going to be a challenging future. It had built itself into a sizable airframe manufacturing company during the war, and the cessation of hostilities meant it was going to be out of work unless it found something to build. Enter the Noury N-75. Recognizing it was less expensive to rework an existing design than do one from scratch, Fleet Aircraft bought the prototype and design rights, modified it slightly (bigger
Even without the added distortion of a wide-angle lens, you can see how nice and wide the cabin of a Canuck is at shoulder level. Like the Luscombe Silvaire series, the Fleet Canuck is different than many side-by-side airplanes in having stick controls.
VINTAGE AIRPLANE 9
vertical fin, lowered thrust line), and rushed it into production powered by a fuel-injected Continental C-85-12F 85-hp. The company didn’t want to miss out on the huge market that was sure to be represented by the tens of thousands of returning GI pilots, all of whom were going to want an airplane in their garage. Only it didn’t work out that way. Fleet was far from being the only airframe manufacturer to be fooled, and the huge population of aircraft built in 1946-1947 (well more than 30,000) still make up a sizable proportion of today’s small aircraft population. Fleet built 198 airplanes before shutting down. The inventory was sold to Leavens Brothers, which assembled another 25 airplanes as late as 1958. Peter says, “My airplane was one of those assembled by Leavens Brothers in 1953. Mine went to Central Airways flight school in 1953, where it stayed until sometime in the mid’60s. Then it went to the Edmonton Flying Club. I bought her in 1986, and she is now semi-retired. “The Canucks really formed the backbone for the Canadian postwar flight training. Although that role has pretty much been taken over by Cessnas and such, many of those who made it to the left seats of Canadian airliners got their start in Canucks. I know of at least 30 Air Canada pilots alone who flew my airplane. And, if I know that many on just my airplane, how many were trained on all the others? It has to be thousands. Although something like 30 Canucks were exported, most of them became trainers and stayed that way for several generations. “The airplane is ideal for a trainer because it’s very benign and rugged. It can take a terrific beating and keep on flying. The fact that mine has so many hours on it is testament to that fact. In 1971 the Edmonton Flying Club installed a Continental O-200 in -EOH. On the 13th flight of the test program the instructor, after a very short ground roll and steep climb-out, stalled at
10 MARCH 2010
The trim system uses this handle and Teleflex cable. around 100 feet. He did manage to keep it straight all the way to the ground. The impact collapsed the gear, and there was enough damage to declare the aircraft a write-off. That he survived and the airplane was rebuilt says something about its overall rugged construction. “Joe’s airplane also shows how tough it can be because it survived a mid-air collision. It’s in the logbook, and you can see where they spliced the main spar carry-through tube.” A casual walk around the airplane reveals several unique features about it. For instance, although the airplane is traditional rag-and-tube construction, the ailerons are metalskinned, and the hinges on the ailerons are external to the wing and on the top, rather than the bottom. Also, there’s a fairly sophisticated piece of tooling evident in that there is a bead stamped in the aileron surface that goes forward and over the aileron nose, making the bead into a compound curve. So the ailerons were made in stamping dies: pretty sophisticated stuff for what is essentially a puddle jumper. “Of course,” Peter says, “the airplane is a little on the heavy side for what it is. Mine is 1,035 pounds empty, and the factory specs say it should be a little over 900 pounds, which none of them are. Gross weight is 1,480 pounds and 1,524 on floats. Plus it’s no Super Cub. The airfoil is a NACA 23012, which is a fairly high-performance airfoil not known for low-speed lifting
like the Cub’s flat-bottom wing. So, it doesn’t leap off the ground. “When Joe got his airplane, it was pretty rough, and he got to deal with the fact that the airplane wasn’t produced in large numbers, so some of the parts are hard to find. The lift struts, for instance, aren’t regular streamlined tubing. They are something Fleet had made specifically for the Canuck, so, if you need a strut, you have no choice but to find an actual Canuck strut. “The same thing goes for the trim system. It uses a crank, which is impossible to find, but Joe found one. Most Canucks have gone to a Teleflex helix-wound push-pull cable, which was done on my airplane, too, but the cable is also hard to find and costs $45 a foot. As it happens, I found a long, long piece in a surplus store that was made for the Noorduyn Norseman, and I got the entire thing, enough to do three airplanes, for $50. “And then there are the bungees,” Peter says and frowns. “They are also unique to the Canuck, so you have to plan well ahead, when replacing them, because they are always special order. The same thing applies to the windshields. The molds exist, but they are in a cottage-industry environment, so you can’t just order one expecting it to be on the shelf. “When Joe was rebuilding his airplane, he was lucky that his wings were pretty good. The spars use an extruded spar cap that is no longer available, so if you need to
them. You just pull the wheels, and the axles slide into sockets on top the floats. There’s not even a spreader bar in front. Only in the rear. “The skis are just as useful and unique. The entire tire sits on top the ski in a pocket-like arrangement and is strapped down to the ski. There are some Federals licensed for the Canuck, but they attach like all other skis do, so they aren’t as convenient. “The airplane is really a great airplane to fly. For one thing, it’s 40 inches wide, which, for its time is quite wide, so both of you can wear heavy coats and not be jammed in, although the heater does a fairly reasonable job of keeping the cabin
. . . the two airplanes sitting side by side in the Vintage area at EAA AirVenture 2009 had a total of more than 34,000 hours between them!
The Canuck and Its Contemporaries Compared Fleet 80 Aeronca Cessna Canuck 7AC Champion 140
Luscombe 8E Silvaire
Engine (Continental) 85 hp
65 hp
85 hp
85 hp
Cruise mph
100
90
101
95
Initial climb, fpm
550
370
620
640
Service ceiling, ft.
12,000
12,500
15,100
15,500
Takeoff over 50 ft.
800
632
1,950
1,850
Landing over 50 ft. 600
885
1,530
1,540
Gross weight, lbs.
1,480
1,220
1,500
1,400
Empty weight, lbs.
858
740
818
791
Fuel, U.S. gal.
19
14
21
30
Wingspan
34 ft.
35 ft.
33 ft. 3 in. 34 ft. 7 in
Source: Aircraft Blue Book Price Digest, except for the Fleet Canuck figures, which are from Canadian Aircraft Since 1909 by K.M. Molso and H.A. Taylor. Landing and takeoff distances for the Canuck are from an old copy of Canadian Aviation. totally rebuild a spar, it can get very difficult. The ribs are punched aluminum and can be repaired, but the spars can be a problem. “Having been an airframe manufacturer during the war, Fleet did a number of things on the Canuck you wouldn’t expect for a little airplane, and it shows the airplane was designed for operations up here in Canada. The Fleet-designed floats, for instance, don’t require you to remove the landing gear to mount
warm. It is, however, quite noisy, reportedly 115 decibels, which is well above the level that hearing damage can occur, so earplugs or a headset is mandatory. “The controls are really well balanced, with the ailerons being a little like a Cub, only it rolls faster. And, as you’d expect, it has a lot of adverse yaw, so you really need to use your feet. “With its powerful rudder and ailerons, it slips like a stone, which is
huge fun, but you have to be careful slipping to the right with skis and maintain 75 mph indicated airspeed because the airspeed reading is not correct in that attitude. Because of the positive controls and its wide gear, it is also terrific in a crosswind. I know people who would go out and play in 20-knot direct crosswinds just for the fun of it. One thing that you don’t expect, when you first start flying it, is that it floats quite a bit on landing, so you can’t come in fast. That’s one of the effects of the 23012 airfoil: It doesn’t build up drag very quickly when you try to slow it down in ground effect. “It is stressed for aerobatics, and when it was being used extensively for training, it was common for schools to be teaching loops and rolls in it. And of course spins. It’s really a fun spinning airplane, and many students made six-turn spins part of every solo flight. “You can generally flight plan 95-100 mph, which, at less than 5 gallons per hour and a 19-gallon fuel tank, means you can fly pretty long legs. The airplane is very stable, so on cross-countries you can relax and pretty much let go of it. “Joe’s airplane is a beautiful example of the breed, and mine definitely isn’t. Truthfully, I sort of like it that way because I don’t have to worry about it. I just enjoy it. The last time it was re-covered was after it crashed in ’71. They used Razorback, so it’s still in pretty good condition. It was repainted in 1980, and I have changed the struts, some of the windows, and redone the seats with temper foam. I also majored the engine and installed a UBG-16 bar graph engine analyzer and new radios. Other than that, it has just been flown. I know that sooner or later I’m going to have to strip it down, but I’m putting it off as long as possible because as soon as I restore it, all of the patina that comes from so many years in the air will be gone. I think it has character this way, and I’ll keep it that way as long as possible.”
VINTAGE AIRPLANE 11
My Friend
Albert Vollmecke Part III BY
l b e r t Vo l l m e c k e rose quickly up the ranks of the Bureau of Aeronautics and the Civil Aeronautics Authority, which began in 1938. Commercial and civilian aviation had grown rapidly, but World War II was approaching and there was a huge increase in the number of small airplanes manufactured beginning in 1938. Charles Taylor remembered, “Vollmecke went to Washington to join the staff of the Civil Aeronautics Administration— the CAA—now the Federal Aviation Administration—the FAA. There his genius in aircraft design and resultant performance soon led to im-
A
12 MARCH 2010
ROBERT G. LOCK
portant assignments within that governing body. In 1942 he was appointed chief of the Aircraft Engineering Division. He also served as senior member of the Air ForceNavy-Civil Aircraft Design Criteria Committee. In October 1944 he was designated by the Department of State as technical expert on the U.S. delegation to the International Civil Aviation Conference of more than 50 nations meeting in Chicago. During World War II as the CAA/ FAA representative between civilian and military agencies, he was highly influential in standardizing design, testing, and analysis of new and modified aircraft, which resulted in faster and more economic
production of more efficient and effective aircraft.” Near the end of World War II, Howard Hughes was designing a large wooden seaplane of enormous dimensions. It would be built entirely of wood and would have a wingspan of 320 feet when fully assembled. Vollmecke was appointed as a consultant/representative for the government to consult with Hughes on his design work. He had several stories about meetings with the flamboyant Howard Hughes that were fascinating. Vollmecke would fly from Washington, D.C., to the Los Angeles airport, to be met by a black limousine that would take him to
GLENN ODEKIRK COLLECTION
the Culver City plant of Hughes, where the H-4 Hercules was being constructed. The limousine driver would enter the Hughes compound and park. Then they would just wait. Vollmecke asked the driver what they were waiting for, and the driver replied, “For a signal from Mr. Hughes.” After a long wait, a figure would appear from out of a large hangar, dressed in a dark pair of slacks with a wrinkled white shirt with sleeves rolled up and wearing a hat. After he waived his arms, the driver started the limousine and they drove to the hangar door. Hughes was waiting for Vollmecke and proudly showed progress on his gigantic airplane. During one visit Hughes loaded Vollmecke aboard his cabin Waco biplane and flew to Baker Lake, where Hughes had a hangar and a Sikorsky S-43 seaplane. He was practicing his flying skills in a large seaplane in preparation for flying the H-4. Vollmecke remembered, “I got into the right seat, a company pilot occupied the left seat, and Mr. Hughes was in the back seat reading a newspaper. We flew in his ‘Vaco’ (that’s the way Vollmecke pronounced Waco) to Baker Lake, which was out on the Mojave Desert on the way to Las Vegas. There we inspected his Sikorsky seaplane, but he didn’t fly it. We returned to Culver City, and I flew back to D.C.” Vollmecke made several visits to
Figure 1. The spar of the Hughes H-4 Hercules. the Hughes facility, but on his initial visit he asked Hughes if his people had done any structural testing to assure the design and construction was safe. No person had ever constructed an aircraft as large as the H-4, particularly out of wood. The answer was a negative, that all design data compiled was analytical in nature and that no structural testing was needed. Vollmecke said this was unacceptable to him and the government, who would ultimately either pay for the aircraft or cancel the project. He convinced Hughes that they should build a sample of the horizontal stabilizer spar and test it to destruction. Hughes reluctantly
agreed, and Vollmecke flew back to Washington, D.C. On the Vollmecke’s ensuing visit the spar sample was ready, and the Hughes people had it prepared to test until it failed. Unfortunately, the spar failed at only 50 percent of the design load! Seeing this Vollmecke indicated they would have to redesign the spar and retest. What the Hughes people did was glue birch veneer doublers on each side of the spar, then retest. On the second attempt the spar failed at about 75 percent of the design load. Hughes refused to go any further, and that was the end of the tests. Vollmecke always maintained he knew why Hughes flew the
The H-4’s horizontal tail is mounted within the vertical stabilizer’s structure. Albert Vollmecke’s engineering expertise told him that the H-4 was underdesigned as far as strength was concerned. VINTAGE AIRPLANE 13
Airworthiness maintenance inspection note on the Command-Aire. After realizing one was needed on the airplanes he had designed earlier in his career before joining the government, as chief of the Aircraft Engineering Division, Vollmecke wrote and issued the CAA document!
airplane only once. “The wing spars were designed and built exactly as the horizontal stabilizer spar, only larger in dimensions. Mr. Hughes knew if the aircraft was airborne and hit a gust, the wing spars may fail!” Figure 1 is a photo from the Glenn Odekirk collection showing the massive wing under construction in Hughes’ Culver City plant. Clearly visible is the wing rear spar and trailing edge ribs under fabrication. The birch veneer spar web can be seen with a 45-degree grain direction. Vollmecke did indicate that the Hughes people glued birch veneer plates on both sides of the horizontal stabilizer spar before it was skinned, which added weight to the
14 MARCH 2010
November 1983, the remaining officials of Command-Aire Inc., Charles Taylor (l) and Albert Vollmecke. This last photo of Taylor, former V.P. of Command-Aire Inc., and Vollmecke, former chief designer for the company, was taken in Little Rock, Arkansas, after Albert’s induction into the Hall of Fame in 1983. Behind them is 1929 Command-Aire 5C3, NC925E, which is presently on display at the Little Rock Airport in the Omnimax Theater.
structure. The horizontal stabilizer was not mounted directly to the fuselage structure, but to the vertical stabilizer, which was not strengthened. So, from Vollmecke’s point of view, the aircraft was structurally underdesigned and totally unsafe. The photo on page 13 is my photograph of the H-4 just after it emerged from its hangar in Long Beach, California; you can see how the horizontal stabilizer is mounted to the vertical stabilizer, and not directly to fuselage. The giant Hughes H-4 flew only once, about 1 mile at a height of only 60 feet. But it did fly, and Hughes became embroiled in a fight with Congress to regain the approximately $18 million he invested in the aircraft. He
lost! The H-4 was stored in a climatecontrolled hangar in San Pedro until October 30, 1980, when the aircraft was removed and the hangar disassembled. The photograph on page 13 was taken as the aircraft floated majestically in the bay near its former hangar. It was the first time the aircraft had seen sunlight since being placed in the new hangar, which was completed in 1948. Charles Taylor remembered, “Albert was a consultant in the cancellation of the government contract with the Howard Hughes organization to build a number of huge wooden flying boats for the war in the Pacific. You will remember this as the Spruce Goose (a term Hughes hated, since it was con-
Vollmecke with his son Albert Jr. and his wife, Jan, at Vollmecke’s townhouse in Silver Spring, Maryland, January 1986. Albert Jr. had just brought a copy of his father’s drawings of the Little Rocket racer, the only drawings that survived Vollmecke’s days at Command-Aire. When Vollmecke walked out the front door of the Command-Aire factory building on East 17th St. for the last time, he put all his drawings in the safe, turned off the lights, put his neatly rolled Little Rocket drawings under his arm, and locked the door. The company ceased to exist in 1931. Below, a fuzzy copy of the title block of drawing number 5680 compiled by Albert Vollmecke for the Little Rocket racer. This particular drawing was of the “Wheel with shock absorber,” a unique invention credited to Albert. It was drawn to full scale on June 2-3, 1930.
structed mostly of birch veneer).” So ends the saga of Vollmecke, Hughes, and the Spruce Goose. As Vollmecke rose through the ranks of the CAA he became chief of the Aircraft Engineering Division in 1942, succeeding Marion F. Crews. In the name of safety, airworthiness maintenance bulletins and airworthiness maintenance inspection notes were issued from this office. Document on page 14 shows a November 6, 1942, airworthiness maintenance inspection note signed by Albert A. Vollmecke on his own aircraft designs when he worked for Command-Aire Inc. Safety was the top priority in all Vollmecke designs, and this virtue continued throughout his government career. Vollmecke had a magnificent career in the FAA, retiring in 1965. In a letter to me dated December 5, 1978, Vollmecke stated, “By the way, I retired from the FAA 12 years ago. I was at that time the chief of the Airframe and Equipment Branch. As you can see, I know my way around the FAA.” Vollmecke was indeed an American treasure transplanted from
Germany. He was brilliant and a genius in aeronautical design. He served this country honorably and provided great leadership during the early days of aviation, into the 1960s, and beyond. I was privileged to have met and gotten to know Mr. Vollmecke. As is often said of those who precede us, there will never be another like him. Vollmecke was inducted into the Arkansas Aviation Hall of Fame on November 11, 1983. At the Vollmecke table that evening were Albert Vollmecke Jr., Jan Vollmecke, Eric Vollmecke, Kirk Vollmecke, Walter Vollmecke, John Vollmecke, Joe Araldi, Suzanne Goller (Araldi), Hoyt McPherson, and me. The Arkansas Aviation Historical Society was formed as a nonprofit corporation in 1979. Like many state halls of fame, it has three primary goals. The first is to preserve the history of aviation in Arkansas at Little Rock through the oral history and archives program. The second goal has been achieved by establishing the Arkansas Aviation Hall of Fame. The third goal is to establish a major air and space museum in the Central Arkansas area. Richard
N. Holbert was president of the society at the time, and Charles M. Taylor was ex-officio director. During the presentation of Albert Vollmecke for induction into the Arkansas Aviation Hall of Fame on November 11, 1983, Mr. Charles Taylor, former vice president of CommandAire, pretty well summed it up. “Albert Vollmecke left Arkansas for the Civil Aeronautics Administration in Washington, D.C., in February 1934, where he remained until his retirement in 1965. I have already outlined the assignments and responsibilities he was given in that organization in recognition of his unusual understanding and practical experience in aircraft design and production with particular emphasis on safety and reliability. These assignments in the CAA thus made the benefits of his unusual and outstanding qualifications available to the whole civil and military aircraft industry in the United States.” Vollmecke was a member of the OX-5 Aviation Pioneers. The April 1980 issue of OX-5 News carried a tribute to Albert A. Vollmecke, aeronautical engineer, inventor, and designer. The front-page story was about him and stated, “In 1978 Al Vollmecke’s name went into the OX-5 Aviation Pioneers Hall of Fame, as one of many tributes to his accomplishments. He is an OX-5er, and a member of the Q-B’s, and obviously he holds membership in many aeronautical engineering societies. He has also received NASA’s Certificate of Appreciation for his outstanding contributions to aeronautical engineering, particularly for his work in connection with structural and research programs over the previous 24 years, during which time he served as a member of NACA and NASA Research and Advisory Committees. “The foregoing accounts for one of the great aviation engineering personalities of our time, one who never sought nor expected notoriety for his behind-the-scenes expertise, and one whom we are glad to count as an associate.” And I must add this most important person was my friend.
VINTAGE AIRPLANE 15
Ground Effect Use manual flaps to hop off sooner BY IRVEN
N
owadays nearly all new and fairly new airplanes have electric or electronic everything: autopilots, cowl flaps, trim tabs, spoilers, and wing flaps, to name a few, all activated by little switches and electric motors. But if you fly an older airplane like I do, many of those items are manually operated using levers, cables, pulleys, and control wheels. My airplane is a Cessna 170B. It rolled out of the Wichita, Kansas, Cessna factory in 1954 and came equipped with large Fowler-type flaps that rotate downward as they travel backward and down to assume as much as a 40-degree angle on the flap tracks. At the 40-degree position, these flaps allow for a very steep descent into short fields. Newer Cessnas limit flap travel to 30 degrees. Most folks agree that the company made the limitation because with 40 degrees of flaps extended, there is essentially no climb capability during a go-around attempt. Manually activated flaps such as the type installed in my airplane are applied by pulling up on a long lever that most pilots refer to as a “Johnson bar.” The use of these “Johnson bar”-applied flaps for a short-field takeoff is the essence of this story.
A LEARNING EXPERIENCE When I moved to Alaska more than 40 years ago and began flying to remote locations, very often at offairport locations, I wanted to learn how to get the best performance from my airplane. I used to hang out at local fixed base operators and talk to the pilots who regularly flew out in the bush. I’d ask for any pointers
16 MARCH 2010
F. PALMER JR.
they could give me on landing and takeoff techniques in remote areas. That’s where I learned about using a time/distance chart to determine the length of airstrips in the boondocks. The floatplane and skiplane pilots also gave me some advice on shortening a takeoff run by using the flaps to break the water surface tension on the floats or help the wing pull the skis up through deep snow. By quickly using 20 degrees of flaps at just the right moment, you can use the added lift to your advantage. I was able to use that technique with both skis and on wheels.
GROUND EFFECT As aviators we have probably all experienced “floating” upon landing, which can result in overshooting your landing spot. Under certain long-landing conditions, especially at a faster than normal approach speed, the results can be disastrous as you run off the runway into all types of obstructions. This “floating” is caused by ground effect. When an airplane is flown at approximately one wingspan or less above the surface, the vertical component of airflow is restricted and modified, and changes occur in the normal pattern of airflow around the wing and from the wingtips. This change alters the direction of the relative wind in a manner that produces a lower angle of attack. This means that a wing operating in ground effect with a given angle of attack will generate less induced drag than a wing out of ground effect. Therefore, it is more efficient. In the takeoff mode this means the wing is also more efficient in ground effect, and with
the pilot’s help, this effect can lift the airplane sooner, thus shortening the takeoff run. The key is using your flaps at just the right moment.
THE TECHNIQUE You all know that your pilot’s operating handbook lists the takeoff and landing performance using various flap settings and airspeeds under different elevations and temperatures. By extending the flaps, wing camber is increased, and the angle of attack of the wing is increased. With Fowler flaps the wing area is also increased. This increases wing lift, but is also increases induced drag. The important consideration here for short-field takeoff is to use just enough flaps (10 or 20 degrees) to increase lift more than induced drag and to apply the flaps quickly when needed. That is where the Johnson bar flap handle does its job. Electric flaps are too slow for this purpose. The technique involves taxiing your airplane to the very end of a short-field airstrip and, if possible, facing into the wind. Then the brakes are set and maximum takeoff power is applied. The brakes are released, and forward stick pressure is applied to lift the tail. Then, just prior to hearing the stall warning horn start to fully buzz (an audible indication that the airplane is nearing its stall speed), quickly reach down and pull in 20 degrees of flaps using that Johnson bar handle. The airplane will leap off the ground and fly in ground effect. Knowing when to add the flaps using an audible cue is something that must be learned by experience. Now here is the tricky part. You must not try to climb yet! You must
let the airspeed build up to the best angle of climb (VX) airspeed while you’re in ground effect, before you start to climb out of ground effect.
WARNING: Never pull in more than 20 degrees of flaps, as the induced drag will overcome increased lift. After learning about the quick application of flaps technique, I used to practice doing this at my home base, a gravel bar airstrip in the river, and at other places out in the boonies. I’d suggest you practice using a nearby strip of turf, gravel, or unimproved legal runway! Depending on the temperature, surface, and takeoff weight, of course, it was possible to get off the ground in one-half to two-thirds of the normal takeoff distance listed in the airplane’s performance chart.
THE DISAPPEARING BEACH Fly back in time now to a Fourth of July three-day weekend in Alaska. It was a perfect time to go on an offairport camping and fishing trip. My friend Bill Lyle and I talked about where to go. We finally decided that since the king salmon were entering the many streams along the Alaska Peninsula that empty into the Bering Sea, that was to be our destination. After work on Friday we loaded on our camping and fishing gear, food, the survival kit, and two 5-gallon cans of avgas into my Cessna, filed our flight plan, and took off. Leaving our home in Anchorage, we flew south and southwest through Lake Clark Pass in the Alaska Range and landed at the town of King Salmon to take on fuel. Taking off we flew south along the beach to Bear River, an abandoned village on the Bering Sea coast where Bear River empties into the sea. We landed on the beach, and I taxied up the beach to park, between a couple of large dunes. We grabbed our fishing gear and walked the few steps to the river to try our luck. It wasn’t long before
When used with proper technique, the large flaps on the Cessna 170 give the airplane excellent short-field performance. we both had strikes and reeled in a couple of nice king salmon. For an hour we played catch and release. We had used up most of the evening, so we kept a small jack salmon, which we cleaned and roasted on our evening fire. We set up our little tent and watched a lone caribou walk along the other side of the river, watching us, perhaps wondering who or what we were. He must have wandered away from the herd. It was a great first day in the boondocks. The next day we explored the village. Bear River used to be a viable fishing village complete with a Russian Orthodox Church, many houses, abandoned shops and stores, and a school. The shifting Bear River had changed its course and eliminated the small harbor, and the little town had been abandoned. It was an antique dealer’s paradise, with all sorts of household items lying about within the buildings. In addition to the town buildings, we noted that in the tallgrass area of the storm berm there were many Japanese glass fishing floats. We gathered up a bunch of those and loaded them in the airplane. We did a little more catchand-release king fishing, but our dinner was a treat we’d brought from home: a couple of steaks with fries. The evening was spent sitting around the fire, watching the sunset and discussing the day’s events
and deciding where to go next. It was a great second day in the boonies. The next day Bill wanted to explore further south, so we loaded our gear, took off, and landed at a couple more small streams. The first stream was a bust—no fish. But the second stream was full of kings. In this part of the Alaska Peninsula there are large beach dunes, and dune cliffs break up the beach. Prior to landing I had slowed to 60 mph and used my stopwatch to determine the length of the beach, which according to the time/distance chart was about 900 feet. (Editor’s Note: If you’ve never used this method to estimate the length of a landing area, we’ll explain it in more detail in a follow-up article.—HGF) As I parked the plane near the mouth of this stream, I noticed that the stream had cut through a dune and that the dune contained some pebbles and cobbles, a probable sign that it was part of an older river system. I also noted that at high tide there was no beach and that the water would be at the cliff. At the time I made that observation the beach was about 200 feet wide. Out came the fishing gear and we walked upstream around a couple stream meanders and started catching and releasing king salmon. We had Vibrax and Pixie and T-spoon lures, and they hit everything. We noticed and commented on the increasing clouds and a bit of a breeze
VINTAGE AIRPLANE 17
The Johnson bar—style of manual flap handle is common to the early post-war Cessnas and Piper airplanes. out of the north. We spent about two hours at some of the best salmon fishing I’d ever had. The clouds looked more menacing, so we decided to leave. We caught a couple nice 30-pounders to take home and walked to the beach. Big surprise! Our long, wide beach had disappeared. We could hardly believe it. The tide in the Bering Sea is not that great, but the beach here had a very shallow gradient. That means a little rise in the water level can cover a vast amount of beach, and it had. I quickly paced off the remaining beach. My pace is about 2.8 feet. I took 152 steps from one end to the other. That calculates to 425 feet. I knew we had burned about 22.4 gallons of fuel in the 230 nautical miles since leaving King Salmon. That equals 141 pounds. Since we were 175 pounds under gross at takeoff at home, we were now relatively light. We did not have enough fuel to return to King Salmon, especially against the north wind I judged to be about eight8 to 10 mph. That was why I had loaded on the extra two 5-gallon cans of avgas. Each one of those weighed 35 pounds, so we took those out and wrapped them in a couple of big green garbage bags and hid them behind the big dune. Now we were lighter, but not much, as the salmon weighed about as much as those two cans of gasoline. The beach surface was hard-packed, with silt and clay from the stream mixed in with the beach sand and
18 MARCH 2010
At full extension, the flap handle will be up about 45 degrees. The button on the top releases the locking mechanism.
gravel. The wind was out of the north. Under these conditions I knew I had taken off before in a similar distance by using flaps at just the right time. We taxied to the south end of the beach with the tail wheel in the water. I set the brakes, applied full power, released the brakes and raised the tail, and quickly used up all the 425 feet of beach. Just before the wheels touched the water I reached down and pulled in 20 degrees of flaps using that Johnson bar handle. The plane lifted into the air a few inches above the water, and we were flying in ground effect. Remember, the tricky part is not to attempt to climb yet. We waited until the airspeed built up to over 70 mph and slowly retracted the flaps as we flew north. We flew to Bear Lake where the Bear River starts and stopped off at the Bear River Lodge, operated by Don Johnson, a well-known Alaskan guide who Bill and I both know. Don gave us enough gasoline to get us to King Salmon. We decided we’d had enough fun on this trip and flew home.
WORDS OF CAUTION You must keep in mind the factors affecting your airplane’s performance. Cooler temperatures mean better engine and wing performance, so plan your takeoffs in the early morning or late evening, when the temperatures are cooler. Also, both takeoff and landing distances are reduced approximately 10 percent for every six6 mph of wind velocity, so take off into the
wind. Your airplane performance may be different. A long time ago in ground school you probably learned about the left-turning tendency of Americanmanufactured airplanes. The forces that produce these tendencies are the reactive force, spiraling slipstream, gyroscopic precession, and P-factor. All of these cause the plane to want to turn left when takeoff power is applied. Lots of right rudder is often needed. So if you are taking off from a sloping river gravel bar or an ocean beach with a steep gradient, try to take off so that the left-turning tendency is up the beach—not down the beach, pulling you into the water.
PRACTICE As you know, there is nothing better to keep us all sharp and safe when using our airplanes practice. So I suggest that for those of you thatwho have manual flaps in your airplane, practice using them as discussed above. Find a country road or some other place where you can practice using the quick application of flaps to lessen your ground run and get off the ground much sooner. Measure the takeoff distances at different takeoff weights and under different wind conditions. You will soon get to know the “feel” of the controls and the visual and audible cues that tell you when you can pull in those 20 degrees of flaps and jump off the ground. As always, have fun and be careful out there.
Harold Mize, York, South Carolina ■ Former USAF jet instructor, US Navy jet fighter pilot ■ Piloted for Braniff International, Piedmont Airlines & US Air ■ Currently pilots for History Flight, giving instructional flights in SNJ, T-6 & Stearman aircraft. Also pilot for Island Century Media flying media ship
I have found a company that takes a lot of the sting out the insurance process. AUA has been most helpful in finding the best coverage, rates and services to suit my needs. I have been with them for over 12 years and counting – and plan to do business with them for many more.
— Harold Mize
Come see us for a no-obligation quote at Sun ‘n Fun, April 13-18, 2010 in Lakeland Florida - Booth B57 AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.
Aviation insurance with the EAA Vintage Program offers: Lower premiums with payment options ■ Additional coverages On-line quote request available ■ AUA is licensed in all states
■
The best is affordable. Give AUA a call – it’s FREE!
Flexibility on the use of your aircraft
■
Experienced agents
Remember, We’re Better Together!
800-727-3823 Fly with the pros… fly with AUA Inc. www.auaonline.com
Light Plane Heritage published in EAA Experimenter November 1989
Clarence Chamberlin’s Bellanca CE at Glens Falls, New York, the West Mountains in the background.
THE
BELLANCA
BIPLANES by Jack McRae EAA 93
t had been a responsive audience, that snowy winter evening when I spoke at the December meeting of the Glens Falls Aircraft Owners and Pilots Association. Among the many subjects I covered was a description of my success in finding several very interesting old airplanes in upstate New York. The first one, and the one that convinced me the search was worth pursuing, was the Thomas Headless Pusher, made by the Thomas Brothers of Bath, New York, in 1912. I had been successful in buying it and, eventually, passing it to Cole Palen of Old Rhinebeck fame, who had restored it, flown it, and finally retired it to his museum on the hill behind his airport. Next had come the Ecker Flying Boat, located in a loft in downtown Syracuse. That plane had been returned to its designer, Herm Ecker, who then gave it to the Smithsonian. They restored it, and it is now on display in the Early Flight section at the Smithsonian National Air and Space Museum. My third “find” of consequence was locating an original 1909 design by a John Von Pomer of Fort Edward,
I
New York, who built and flew it that year with as many as three aboard. This plane is currently being restored by members of Empire State Aerosciences Museum (ESAM), located in the Schenectady County Airport. A more recent find (1986) is an excellent example of a homebuilt Chanute hang glider, long stored in a garage in Amsterdam, New York. The workmanship is superb; it must have been built by a cabinetmaker. It is impossible to establish just when it was built, but I’m certain that it is extremely old—its fabric covering had been varnished, as was the custom in the days of Curtiss and the Wright brothers. The fabric was so deteriorated that in places it had cracked open from the sheer weight of the collected dust, so that between wing ribs it drooped in festoon fashion. If I were to estimate its vintage, I’d put it at 1905 or thereabouts. This aircraft I placed in the hands of the restorers at ESAM, too. But, back to that evening in Glens Falls. After the meeting was adjourned, several of the members clustered around me to graciously express their thanks and praise for my efforts. One by one they spoke with me and then left. Finally only
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 series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!—HGF
20 MARCH 2010
one gentleman was left, and he had obviously planned it this way. This man had seemed especially interested in what I had been saying. He glanced around before speaking, seemingly to be sure we were not being overheard. “I know of a very old airplane located within just a few miles of here.” ZAP! My mind focused on what my new friend was saying as it would have at the reading of the will of a recently deceased wealthy uncle. “This plane has been stored in a barn near here for a long, long time. The people who own this barn are the parents of a good friend of mine. I have been aware of it for years but have never been allowed to see it, but I believe it may be an important one so far as the history of aviation is concerned. These people and their ancestors have lived on this property for over 200 years, and they insist on their privacy. They believe this airplane was the one that Clarence Chamberlin used to fly the Atlantic, back whenever that may have been.” I was quite skeptical; a Bellanca named Columbia with a Wright engine had successfully flown the Atlantic in the hands of Clarence Chamberlin shortly after Lindbergh’s success in 1927. That ship had gone on to capture many other records in succeeding years only to meet its end in a fire in another barn somewhere. But I didn’t say so. Instead I said, “When I hear of something like this, I find it doesn’t pay to procrastinate; I like to move immediately. I’ve lost several chances for a great airplane by postponing just a bit. I propose that we go there right away—tonight, if it’s possible.” My new friend said, “I’m afraid that is impossible. These people are the kind who would resent being rushed into something like this, especially at this hour.” He looked at his watch, which indicated 9:30. He continued: “They have always been very careful about who they allow on their property, but if you are really interested, I will speak to their son and see what I can arrange.” Really interested. Indeed, that was an understatement! This was not very welcome news to me, but it was obvious I must be
Pulley at trailing edge of interplane strut holds aileron cable in slot. This was the strut found in the loft of a Glens Falls area barn—possibly the remains of Chamberlin’s CE. content with it for the present. Ten long days later we finally met again and traveled to the barn. The grandparents and their son greeted us warmly, reflecting the groundwork that had been done by my new friend, and soon we were all climbing an extension ladder to gain access to the hayloft of the barn. As my eyes slowly adapted to the low light level, I was disappointed at what I was able to see. In my imagination, I had conjured a picture of a complete airplane, engine hung, wing panels suspended carefully from the roof, everything just waiting to be dusted off and towed to the airport to be assembled and blithely flown around the pattern. What I actually saw, when my eyes became completely accustomed to the gloom, was a pair of small wing panels (both lefts, for a biplane) that had obviously sustained accident damage, two wheels with tires that appeared to be quite “fatigued” from having traveled too far in a deflated condition, and the left side components of the elevatorhorizontal stabilizer structure. No fuselage, no engine, no landing gear. Oh, well. You can’t win ’em all! On closer inspection, we could see that the wing panels were quite small. Measurement indicated that the top wing was 13 feet and 4 inches from
the tip to the spar fittings. If the top panels butted into a cabane arrangement, the span would be around 26 to 27 feet. The spacing between the spars of the wings was 24 inches upper and 14-1/2 inches lower. This had been quite a small biplane. The grandfather said, “When this plane was first stored here, it was a complete flying machine, with a small radial engine on the front. We kids used to sit in it and make believe we were flying it through the air. I don’t know what happened to the rest of it; bit by bit, it has just kind of disappeared.” Letdown best describes my mood about then. What had happened to the plane that was supposed to have flown the Atlantic in 1928? I was just about to leave when I noticed a large packing crate, measuring 1 foot by 4 feet by 15 feet lying on its side. Wiping off some of the dust, we were astonished to read the words: “To: C.D. Chamberlain, c/o The Express Station, C.O.D. - $936.50, From: Maryland Pressed Steel Company, Hagerstown, Maryland.” Well, now. This was interesting! Unfortunately, the crate was empty, except for an interplane strut made of wood in a streamlined form. However, this strut was like no other one I had ever seen: Its trailing edge had been routed out to form a groove its entire length; at its midpoint and trailing toward the rear was a pulley mounted on a bracket in such a way that the tangent of the pulley was nearly touching the trailing edge of that strut. Its purpose was obvious: It was a “keeper” to keep the aileron cable (which was carried in this groove) from slipping out of the groove while in flight. On seeing the strut, bells started ringing in my mind: Thirty years ago, while chasing down a rumor of an airplane stored in a barn in this neighborhood, a farmer had given me photos he had taken of a very small biplane years before. I had not recognized the plane at the time, but later, it was pointed out to me that the pilot was Clarence Chamberlin and the little biplane had been one of Giuseppe Bellanca’s early efforts.
VINTAGE AIRPLANE 21
Bellanca CE: 55-hp Anzani; span, 28 feet; length, 18-1/2 feet; wing area, 1634/5 square feet; empty weight, 470 pounds; gross weight, 900 pounds; top speed, 97 mph; climb, 600 fpm; range, 300 miles. In effect, I “filed it and forgot it!” Now the few details of which I had been aware came flooding back. If it was true that the photos I received had been taken near this location (and the steep hills in the background seemed to bear this out), why would Chamberlin have had this little plane here? At the time I had been given these photos I was mystified and inclined to doubt the farmer’s story. Now, here I was again, within a mile or two of the same place in another barn, looking at components of a Bellanca biplane, probably that particular one. That pulley on the rear interplane strut was proof that it came from a Bellanca Model CE. The owners asserted in no uncertain terms that they would not, under any circumstances, consider parting with the contents of this loft; in fact, they said they wanted the subject dropped, as anything else would tend to compromise their privacy. I could only honor their wishes, leaving with nothing other than new information.
22 MARCH 2010
After arriving back at home, I dug out my Bellanca files and boned up on this man’s career. Giuseppe Mario Bellanca was a native of Sicily, born March 19, 1886, in the little village of Sciacca. He was physically small, reaching, finally, the height of 5 feet 5 inches. But his mental stature was considerably greater, as history would bear out. As a youth, he studied engineering beginning in 1904. He earned his degree after studying at The Royal Technical Institute and the Politecnico di Milano. He was intrigued when word of the accomplishments of the Wright brothers reached him. He observed in fascination as the French Delagrange made a sensational flight at Turin with a woman for a passenger. That was 1908. For Bellanca, that was the turning point. He and a fellow student designed a craft that somewhat resembled a Wright Pusher. Bellanca lost the toss of a coin, so it was his partner who crashed while teaching himself to fly. Bellanca’s family encouraged him,
and he emigrated to America in September of 1912. His Uncle August, who had preceded him there, arranged backing for further research, and soon the Bellanca Aircraft Corporation had been established, with one Fiorello LaGuardia as legal counsel. The “factory” was set up in the basement of the Bellanca home in Brooklyn. Early in the spring of 1931, Bellanca’s first brainchild was finished to the point where more room was needed for its assembly, so a shed in Mineola was rented and the project moved there. What he had was a wire-braced monoplane whose fuselage consisted of a pair of rectangular wooden longerons, one above the other, braced with vertical members and more wire. The pilot sat in a bucket seat below and behind a 30hp Anzani Y engine. Slowly, on calm days, Bellanca taught himself to fly at the fields then in existence: Belmont Park, Hempstead, and Garden City. His was quite a different configuration than most being flown at that time, and as a result he took considerable ribbing about it, but when he was satisfied that he was ready to go, he did so, very successfully. In the following year, 1914, he set up a flying school, taking on all comers. By stretching his parasol a bit and swapping the engine for the more powerful 45-hp Anzani, he had a better trainer in which he, in 1915, taught LaGuardia to fly. This man was later to command an American Aero Squadron in Italy and still later to become the mayor of New York City. In the summer of 1916, Bellanca crossed paths with an executive of Maryland Pressed Steel Company, a supplier throughout the World War of an infinite variety of manufactured products for the armed services. The company sensed that the end of the war could not be too far off, and it wished to prepare itself to convert to products that would lend itself to peacetime usage. Thus it was that the ompany entered into an arrangement with Bellanca to produce a small airplane that would appeal to not only the returning service pilots, but to all
Drive Quality. All-New Powertrain. All-New Super Duty®. Enjoy the privilege of partnership %!! -EMBERS WHO ARE CONSIDERING THE PURCHASE OR LEASE OF A NEW &ORD -OTOR #OMPANY VEHICLE SHOULD BE SURE TO TAKE ADVANTAGE OF THE OPPORTUNITY TO SAVE WITH THE &ORD 0ARTNER 2ECOGNITION 0ROGRAM 'ET YOUR PERSONAL IDENTIl CATION NUMBER 0). AND LEARN ABOUT THE GREAT VALUE OF 0ARTNER 2ECOGNITION 8 0LAN AT www.fordpartner.com #ERTAIN RESTRICTIONS APPLY !VAILABLE AT PARTICIPATING DEALERS 0LEASE REFER TO www.eaa.org.
2011 Ford Super Duty s !DVANCE4RAC® WITH 2OLL 3TABILITY #ONTROL s !LL .EW , 'AS %NGINE s !LL .EW , 0OWER 3TOKE® 6 4URBO s &ORD 7ORK 3OLUTIONS s 6OICE #ONTROLLED 4ECHNOLOGY $IESEL %NGINE ® s !LL .EW 4ORQ3HIFT 3IX 3PEED !UTOMATIC 4RANSMISSION WITH 3ELECT3HIFT
4-
4-
4-
VEHICLE PURCHASE PLAN
Clarence Chamberlin and the CE. The rear interplane strut has the pulley at its trailing edge that identifies this plane, the same as the interplane strut found in the barn. men who aspired to learn to fly. The aircraft that he produced in Hagerstown was designated the Bellanca Model CD, powered with the leftover 30-hp Anzani engine. It could theoretically carry two persons, since there was a front cockpit, but it was not fitted out for a passenger. It had a wingspan of 26 feet and weighed just 400 pounds, and it flew very well. Lateral control was achieved by warping the wings, as used by the Wrights. It was well streamlined, with a top speed of 75 mph, much faster than similar designs of the same power. In 1919 the Model CE was introduced that was a true two-place sport plane, with a 55-hp Anzani engine that made it perform at gross weight even better than the singleseat model of 30 hp. This one combined economy of operation with a rate of climb of 620 fpm and top speed of 102 mph with passenger. Landing speed was less than 40 mph. The Model CE used ailerons on the upper wing instead of wing warping with resulting improvement in firmness of construction and liveliness of response to the controls. The first of the production versions of Model CE was purchased by Clarence Chamberlin. In a very recent conversation with Carl “Slim” Hennicke, pioneer pilot, mechanic, founder of the Long Island Early Flyers Club, and personal friend of Clarence Chamberlin, considerable light was shed on the reasons why this airplane, with Chamberlin as pilot, might have been in the upstate New York city of Glens Falls. These two men, Hennicke and Cham-
24 MARCH 2010
berlin, saw an ad in Aerial Age Weekly magazine dated May 3, 1920, in which the American-French Aero Exposition Company announced it was forming a group that would supply air shows to anyone who was in the market. Pilots who had their own airplanes were advised to appear in person at a prearranged date at Glens Falls to demonstrate their aerobatic skills and then to be signed up for the season. Both Hennicke and Chamberlin responded, the former taking his Canuck (a Jenny with ailerons on both top and bottom wings, Canadian style), and the latter, his Bellanca CE. Chamberlin arrived there in good shape, but Hennicke had an incident en route near the city of Hudson, and his Canuck was totaled. It seems quite likely that the photos that were given to me were taken near Glens Falls at that time, in 1920, that it was damaged later and that it was stored from that day onward. This is only conjecture, but doesn’t it seem likely in view of what “Slim” Hennicke has told me? I think I’ll settle for this explanation. The Smithsonian Institution has published a series of books with the general title Famous Aircraft of the National Air And Space Museum. Number six of this series it titled BELLANCA C.F. The Emergence of the Cabin Monoplane by Jay P. Spenser. This book deals with the subject of Bellanca’s design immediately following the one we are discussing here; however, some space is devoted to this design. Spenser said: “The CE turned out to be a wonderful barnstorming airplane, Chamberlin using it with
great success in Maryland, Pennsylvania, New Jersey, and New York. ‘My rates were $15 a hop for straight flying,’ he (Bellanca) recalled in Record Flights, his autobiography, ‘and $25 a ride if the passenger wanted to “get the works.” Most of them preferred stunt flights, first, because they wanted to get a “real thrill”, and secondly, because it soon became apparent that my little Bellanca biplane did a lot more things than the other barnstorming planes which were war surplus stock and quite clumsy by comparison. Even those who had been up before were frequently enticed by the swiftness and maneuverability of my ship into spending their money for another ride.’” The high regard of this former Army pilot for the graceful biplanes led him to buy up the remaining partially completed CE biplanes at auction prices after Maryland Pressed Steel closed its doors. Sadly, not one Bellanca CE remains in existence. Lately, I’ve been daydreaming about this pretty little biplane and wondering—could it just be, after all, that these nice private people might just possibly reconsider and present what is left of this sole remaining example of the Bellanca Model CE to the Empire State Aerosciences Museum for restoration? That would be an inordinately extensive (and expensive) project, but with dedication, it could be done. Editor’s Note: We’ve never heard a follow-up concerning the disposition of the parts of the CE; if any members have additional information on the Bellanca biplane, we’d be interested in publishing additional material.—HGF Specifications Bellanca CE Biplane Span, upper plane: 28 feet 0 inches Span, lower plane: 21 feet 5 inches Chord, upper plane: 4 feet 6 inches Chord, lower plane: 2 feet 9 inches Total area: 184 square feet Length: 18 feet 6 inches Empty weight: 470 pounds Useful load: 510 pounds
Vintage Mechanic
THE
BY ROBERT G. LOCK
My thoughts on aircraft propellers Part II n the previous issue we discussed fixed- and ground-adjustable pitch propellers, both wood and steel. Now it’s time to look at some general information regarding aircraft propellers; I trust that you will find it informative. A few subjects to be addressed are: How do I know what prop fits my particular airplane? Where can I find information about a particular prop? What is type design data and where can I locate such data? What are “yellow tags,” and what do they tell me? What is static rpm, and why is that important? And we’ll include other issues that are of importance.
I
TYPE DESIGN DATA: This is data the original manufacturer used to build the airplane. Approved type certificates (ATCs) date back to March 1927 when ATC No. 1 was issued to Buhl-Verville to build the J4 Airster. Type design data consists of drawings, engineering data, and any other kind of detailed information needed to construct an aircraft or component that had been awarded the ATC. Why does that matter to us in our prop discussion? The approved propeller type specific to that particular airplane is included in the type design data. Sometimes this data is easy to find, but more often it is very difficult. For some aircraft, copies of the original drawings are available, but for others the drawings either do not exist or the FAA will not release them. However, I have personally seen file cabinets at FAA headquarters, Washington, D.C., that contain file folders numbered sequentially 1 and up. The numbers pertain to the ATC number granted by the Aeronautics Branch of the Department of Commerce and, later, the Civil Aeronautics Administration (CAA). In some cases the file folders are empty. Such is folder 184, ATC 184, the Command-Aire 5C3. I know; I’ve seen the empty folder. To understand how the type certification of aviation products happens, let me quote from a reliable
source—a U.S. Department of Commerce, Bureau of Air Commerce document dated July 1, 1934, “Airworthiness Requirements for Engines & Propellers.” It is Aeronautics Bulletin No. 7-G and, at that time, was the source for data to obtain a type certificate (TC) for an engine or propeller. Chapter II deals with “Aircraft Propeller Requirements.” Section 19 of the chapter deals with commercial propellers. Manufacturers are to submit: “(1) Application for approved type certifi cate, in duplicate, submitted on forms which will be furnished for the purpose by the Secretary (Daniel C. Roper). (2) A complete set of drawings descriptive of the propeller, in duplicate. (3) A complete log, covering the tests outlined in paragraphs (B) or (C) of this section accompanied by an affidavit. (4) A stress analysis as required in conjunction with flight testing, (B) Tests required for propellers other than fi xed pitch wood propeller: (1) Propellers of this type shall be subjected to a 50-hour endurance block test on an internal-combustion engine, rigidly mounted, of the same general characteristics as the engines upon which the propellers are to be used in service. Section 16 (C): When an approved type certificate is granted, one set of drawings is impressed with the seal of the Department of Commerce and is returned to the manufacturer to be used in the construction of his propellers. The other set is placed in the Department’s files. The Department’s inspectors may call for, and must have access to, these approved drawings when making an inspection at the manufacturer’s plant to determine whether the propellers built conform to the approved data.” And there, folks, is the source of design data for TC’d products, whether they be an aircraft, engine, propeller, or appliance. And this is the data we are trying to get from the FAA at this time. It’s not the propeller drawings, but the specific aircraft drawings. To understand how to research approved propeller types, it will be necessary to explore where type design data can be located.
VINTAGE AIRPLANE 25
AIRCRAFT SPECIFICATIONS: Aircraft specifications were produced by the CAA and are the source for type design data. Included in the aircraft specifications is a list of approved equipment that could be installed on the aircraft, including the propeller(s). In most cases specific hub and blade numbers and a manufacturer can be found. When wood propellers were approved, a minimum/maximum diameter was specified and a static minimum/maximum rpm was given. Static power is maximum rpm at full throttle with the aircraft not moving. Therefore, several types of wood props could be used as long as they met the above length and static rpm specs. If the type design data doesn’t appear in the aircraft specifications, it is contained within the aircraft listing. AIRCRAFT LISTING: When there are 50 or fewer aircraft registered, the type design data appears in the aircraft listing. This very condensed version of type design data isn’t detailed enough for the mechanic when determining what type of prop was originally used. For example, the publication will show: Propeller—adjustable metal. It will not give the specific manufacturer or type. That’s not very helpful, so where does one go next?
FIGURE 1
PROPELLER LISTING: The propeller listing contains type design data for older propellers that are no longer around “en masse.” Some of the data that can be gleaned from this publication is maximum/minimum diameter, blade and hub part numbers, maximum horsepower for hub and blades, serial numbers eligible, etc. Also shown is the propeller ATC number for the hub and blades.
it changed the rules and added a category to TCs called supplemental type certificates (STCs). If someone other than the manufacturer of the airplane changed the type design data, that person could go through a lengthy process and eventually receive an STC. One could consult the Summary of Supplemental Type Certificates to check whether a particular prop had been approved for installation on the specific aircraft. If no data could be located in any of the previously discussed data, the last choice is FAA field approval.
CAA AIRWORTHINESS FILE: Most airworthiness and registration files are available for a specific aircraft on microfiche (now available on CD-ROM). If one searches through the file to locate inspection forms, the Department of Commerce or CAA inspector usually listed the prop by manufacturer, make, and model. For instance, a search of the record file for the New Standard D-25, serial number 105, registration number NC9756, shows that it was powered by a Wright J-5 engine and had a Hamilton Standard prop installed. The hub number was 1518 (ATC 187) with blade design number 1407 (ATC 4). See Figure 1. For the second New Standard, serial number 205, registration number NC9125 (formerly NC150M), the file shows it was originally powered by a Wright R-760-8 and had a Hamilton Standard propeller installed. The hub number was 1693 and the blade model was 5B1-6. See Figure 2. You have just found the data that didn’t appear in the aircraft listing. Where can further propeller data be found?
FIELD APPROVAL: CAA inspectors were used to grant field approvals for major changes in type design, and so the airworthiness file for the specific aircraft may contain a previously issued field approval for a propeller installation. Today, it is much more difficult to secure FAA field approval for propeller changes. I really don’t want to go into FAA field approvals, because it’s not clear to me exactly what the FAA’s current policy is at this time. Once the propeller data has been located, one might want to obtain the type design data for the specific propeller. To find this data, one must consult the propeller specifications. Propeller specifications are similar to the aircraft specifications but are a separate publication. Propeller type design data can be found there, but if there is no data, one must consult the propeller listing.
SUMMARY OF SUPPLEMENTAL TYPE CERTIFICATES: When the FAA came into being in 1958,
26 MARCH 2010
PROPELLER OVERHAUL: Airframe and powerplant (A&P) mechanics can do little work on propellers; overhauls and repairs are completed in approved
JUST A REMINDER...
You can buy your tickets online now and save time and money. Go to www.airventure.org/tickets and get to the fun faster…and cheaper.
SEE YOU THERE!
J U LY 2 6 – A U G U S T 1
friendly A&P mechanic for installation and the appropriate entry into the logbook.
FIGURE 2 propeller repair stations. In order to overhaul old propellers, the shop must have type design data and even have blade profile data. Before purchasing a propeller, make sure you get the hub and blade numbers and check with a prop shop to assure it has the data to overhaul such a prop. Let me detail an example of a potential problem: My son Rob found a set of blades for a Hamilton Standard 5406 ground-adjustable propeller for sale on the Internet. The blade numbers didn’t match any data in the propeller listing. In fact the blades were not manufactured by Hamilton Standard. I began checking with known prop shops that overhauled these older props, and nobody had any data on the blades. The result was that nobody could overhaul and certify the blades. So for us they were useless! When propeller components, or the entire assembly, are overhauled, the component parts are “yellow tagged.” MAINTENANCE RELEASE FORM (YELLOW TAG): The propeller receives a “yellow tag” when overhauled by a propeller repair station. Accompanying the yellow tag is a “work order” detailing exactly what was done to the prop during overhaul, compliance with airworthiness directives, manufacturer’s service bulletins, etc. If you have a prop overhauled, be sure to obtain a copy of the work order and keep it with your aircraft records. It is extremely important to request a copy of the work order if the prop shop doesn’t send it with the overhauled prop. So now you have a fresh overhauled prop and you need it installed. Call your
28 MARCH 2010
PROPELLER INSTALLATION: The prop can be installed by an A&P mechanic, a “P” mechanic, or the propeller repair station. The propeller should be torqued according to manufacturer’s instruction. A 30-spline prop is torqued to the weight of a 180-pound man on a 4-foot bar, or 720 foot-pounds. A 20-spline prop is torqued to 480 foot-pounds, the equivalent of a 200-pound person on a 2.4-foot bar. After torquing, a safety device such as a clevis pin or AN bolt, should be installed in the hub so, in case the safety device fails, centrifugal force will hold the pin/bolt in place. The pin or bolt should be “slightly” loose so you can check it on every preflight inspection. If the bolt or pin is tight, the prop may be loosening on the shaft. The mechanic should also check propeller track to assure proper dynamic balance. In the powerplant logbook, an entry should be made showing powerplant total time, time since major overhaul, and, if the propeller is a different type from what had been previously installed, the signature of the person approving and releasing the aircraft for returnto-service and a change to the weight-and-balance information and equipment list, if required. PROPELLER LOG: New propellers will be furnished with a prop logbook. However, older props do not have logs. The FAA requested that I provide a prop log for a Hamilton Standard ground-adjustable propeller manufactured in the early 1930s. I refused because there was no way to estimate total time, number of repairs, etc. So there is no prop logbook in any of my airplanes! HARMONIC VIBRATIONS: All moving objects produce vibrations and sound waves. These vibrations, when they are associated with an object such as an engine and prop, will intermingle and will produce some “strange” vibration modes. Harmonics are the sum of vibration modes produced by the rotating parts of the engine, accessories, and the propeller. Some engines have dangerous harmonics, which will be identified by a yellow arc on the tachometer or a placard next to the tachometer (or both). It would read something like “Avoid Continuous Operation Between 1500-1650
rpm.” If one operates the engine in this region, a very high-pitched vibration may be felt in the airframe. That is the harmonic, and it can be dangerous. Harmonics will be associated with specific propellers installed on specific engines. This information will hopefully be helpful when the subject is aircraft propellers. It is imperative that the prop be matched correctly to the airframe and powerplant. Since the airframe manufacturer selects both the engine and prop for the airplane, harmonic vibration is a strong consideration. Changes to the original type design are critical and should be made with great care. Using the approved prop(s) is closely associated with the safety of the airplane and longevity of the engine. To further illustrate problems with vibrations associated with propellers, one must examine FAA AD 54-12-02. This directive applies to all McCauley propellers having 41D5926 or D-1093 hubs with SS-135-6 or SS-138-6 blades. The first number of the AD (54) tells us that the AD was issued in 1954, or 56 years ago. The wording in the directive is interesting, so I’ll duplicate it here to show a point. “On the basis of satisfactory vibration stress surveys conducted on the 102-inch diameter configuration, these propellers were approved vibration wise for installation on the Continental W670-6A, W-670-6N and Lycoming R-680 engines. When installed on the Continental engine, the propeller must be indexed in the 0 degree position (blades in line with the crankthrow) and operation is to be restricted between 1500 and 1650 r.p.m.” The 1500-1650 rpm range indicates there is a dangerous harmonic vibration at that speed of constant operation.
through the engine mount to the airframe, and other parts of the airplane will “shake.” Heavy sympathetic vibrations can be felt in the pilot’s seat, but are more commonly felt or seen in the instrument panel, throttle quadrant, etc. Some engines require that a wood prop be installed on the hub with blades at 90 degrees to the crankthrow. The hub will be indexed to the prop shaft by a master spline, but the prop can be mounted at the
90-degree point by the mechanic. With the piston on top dead center on the No. 1 cylinder, the prop should be installed in the horizontal position. This procedure is a method to control unwanted vibrations between the crankshaft and the propeller. This ends our discussion of propellers for this issue. Hopefully I have passed along some helpful information that you will find interesting.
S Y M PAT H E T I C V I B R A TIONS: The cause of most vibrations of this type is the engine/ propeller combination. Even though the engine may be shockmounted, vibrations are still fed
VINTAGE AIRPLANE 29
Vintage Instructor THE
BY Steve Krog, CFI
How’s your flight proficiency? Could you pass a private pilot flight test today if you had to? Attaining and maintaining flight proficiency is sometimes easier said than done. We live in a fast-paced world: time, expense, weather, business, and family commitments—all keep one away from the airport more than desired. The biennial flight review (BFR) helps all general aviation pilots maintain some level of proficiency to fly safely. But the BFR is not a pass/fail endeavor; it is a review and is only a means to determine if you are reasonably safe when operating your aircraft. Spring will soon be here (I’m writing this the day before Groundhog Day, and based on the forecast, there will be six more weeks of winter), and we’re all beginning to feel the “itch” to get our airplanes ready for the summer flying season. But are you getting yourself ready for the season? Be totally honest with yourself for a moment. Stand in front of your bathroom mirror and ask yourself, “If I had to, could I take a private pilot checkride today and perform each of the required maneuvers to the level required to pass the checkride?” As a longtime antique, classic, and tailwheel instructor, I can tell you from experience that most pilots cannot do so. While conducting BFRs, I find that most pilots can perform each of the private pilot maneuvers, but few can perform them to checkride standards. Why do we need to strive to be better pilots? Remember, whether you are a private pilot or an airline transport pilot flying commercial equipment,
30 MARCH 2010
we make up a very small portion of the populated universe. In fact, when lumping all pilots together in one group, we make up less than onetenth of 1 percent of the U.S. population…and considerably less than that when looking at global numbers! What does this mean to each of us? Every one of us has a vital responsibility to fly as safely and proficiently as we possibly can because, as a small group, when our activities result in an incident, it becomes national headlines. These incidents cause fear among the nonflying population and more regulation from the ever-present FAA. Striving to be a better, safer, and more proficient pilot should be a goal of the highest level and is a responsibility that we each need to take seriously every time we fly. Let’s look at the common private pilot maneuvers and what the FAA requirements are to demonstrate each satisfactorily. Since you took your private pilot checkride, some of the maneuvers may have been changed, either in terminology or in minimum standards.
Takeoff The takeoff, as outlined in the FAA practical test standards (PTS), lists 12 objectives by which the examiner grades this maneuver. Key among these objectives are: • Exhibit knowledge of the elements related to a normal and crosswind takeoff, climb operations, and rejected takeoff procedures. • Position the flight controls for the existing wind conditions.
• Establish a pitch attitude that will maintain VY +10/-5 knots. • Maintain takeoff power and VY +10/-5 knots to a safe maneuvering altitude. • Maintain directional control and proper wind-drift correction throughout the takeoff and climb. Based on experience, I can testify that many pilots are quite sloppy when performing each of the above tasks during the takeoff. Though not stated in the PTS, the FAA and most all FAA Designated Examiners now want the pilot to make slight S-turns while maintaining a constant climb speed. This allows the pilots to diligently scan the area in front of the nose for other aircraft. Previously we were taught to climb straight ahead until reaching approximately 500 feet above ground level (AGL), then lower the nose and scan for traffic before continuing our departure from the traffic pattern. Slow Flight This maneuver was once called “Minimum Control Airspeed” and is defined as maintaining airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power would result in an immediate stall. There are six gradable objectives, but the key points are: • Maintain the specified altitude ±100 feet; specified heading ±10 degrees; airspeed +10/-0 knots; and specified angle of bank ±10 degrees. Few pilots actually practice this maneuver. When I ask BFR candi-
dates to demonstrate slow flight, most will look at me and say, “I haven’t done this since my last BFR.” This is an excellent maneuver to know and really understand your airplane, and it is a maneuver that can be used when flying into a busy pancake breakfast. Practice and know how to perform this maneuver.
Medium and Steep Turns You might be asking yourself, “How can this be so difficult? I do this all the time.” However, when was the last time you established a bank angle and altitude and performed the turn? The PTS states for the steep turn that you must: • Roll into a coordinated 360degree turn and maintain a constant 45-degree bank. • Maintain the entry altitude ±100 feet; airspeed ±10 knots; bank ±5 degrees; and roll out on the entry heading ±10 degrees. Most BFR candidates will be unable to maintain their altitude and, once realizing this, will decrease the bank angle while chasing the altitude and finally roll out well beyond the entry heading. It isn’t a difficult maneuver, but it does require practice to maintain proficiency.
Power-Off Stalls This stall was previously called the “Approach to Landing Stall,” but that phrase had a negative connotation, so the FAA changed it back to the “Power Off Stall,” a description used from the time of the Wright brothers until the 1950s. A private pilot candidate must be able to perform power-off stalls both straight ahead and with a shallow bank. The PTS provides eight points by which to be graded, but the key points state: • Maintain a specified heading ±10 degrees when performing the stall straight ahead. • Maintain a specified angle of bank not to exceed 20 degrees, ±10 degrees, in turning flight while inducing the stall. • Recognize the stall; then using
correct recovery techniques, return to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane. When was the last time you practiced a power-off stall? Probably during your BFR flight two years prior—at least that is the response I usually hear when I ask a BFR candidate to perform the same. There are two mistakes commonly made when demonstrating this stall: first, not recognizing the stall and initiating a recovery before the stall actually occurs, and second, pushing the nose over and diving at mother earth, losing an exorbitant amount of altitude. Remember, this stall is most likely to occur in the traffic pattern close to the ground. At a safe altitude, practice this stall using the recovery technique of lowering the nose just below the horizon line.
Power-On Stalls For reference, this stall was once referred to as the “Take Off and Departure Stall,” but the negative connotation caused the FAA to reidentify it as the “Power On Stall.” The key points in the PTS are identical to the power off stall: • Maintain a specified heading ±10 degrees when performing the stall straight ahead. • Maintain a specified angle of bank not to exceed 20 degrees, ±10 degrees, in turning flight while inducing the stall. • Recognize the stall; then using correct recovery techniques, return to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane. Again, the last time you may have demonstrated this stall was during your last BFR. This stall is easier to demonstrate than the power-off stall, but many pilots feel otherwise because the nose attitude is significantly higher. However, remember the required power setting is at least 65 percent or more of available power. By lowering the nose to the horizon line or just below, the airplane is once again flying. There is no need to push the nose over and dive at the ground!
Forward Slip to a Landing This maneuver is a requirement of the private pilot checkride whether flying an aircraft with flaps or not. The PTS lists eight objectives for evaluating the forward slip. The key objectives include: • Establish the slipping attitude at the point from which a landing can be made using the recommended approach and landing configuration and airspeed while adjusting pitch attitude and power as required. • Maintain a ground track aligned with the runway center/ landing path and an airspeed, which results in minimum float during the roundout. • Touch down smoothly at the approximate stalling speed, at or within 400 feet beyond a specified point, with no side drift, and with the airplane’s longitudinal axis aligned with and over the runway center/landing path. Many pilots flying antique- and classic-type aircraft are quite familiar with the slip and use it regularly when landing, but I still encounter many who haven’t performed a slip in years. The single biggest error I see during the BFR is allowing the nose to dip or drop while establishing and maintaining the slip. Airspeed then increases, and the landing is well beyond the 400 feet limit as outlined in the PTS. Another error I encounter is the pilot’s fixation on the airspeed indicator. Remember, the pitot tube is providing an erroneous reading on the airspeed during the slip. Establishing the correct nose attitude is critical to maintaining the desired approach speed. Practicing the different maneuvers as discussed above will help make a better and safer pilot of each of us. When you are ready to get your airplane out of the hangar and do some flying, why not challenge yourself and try these maneuvers? Remember, you had to perform them once upon a time when you took and passed your checkride. Test yourself and see if you could pass the checkride again today.
VINTAGE AIRPLANE 31
by H.G. FRAUTSCHY
MYSTERY PLANE This month’s Mystery Plane comes to us from Jack Austin of Florence, South Carolina. We promise an extensive Mystery Plane Extra article in the June issue on this one!
Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than April 15 for inclusion in
the June 2010 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to 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.
DECEMBER’S MYSTERY ANSWER ur December 2010 Mystery Plane came to us from VAA member Gordon LaCombe of Kenosha, Wisconsin. Here’s the answer from Lynn Towns, VAA 97, of Holt, Michigan. The airplane in the December issue of Vintage Airplane is a Szekely
O
32 MARCH 2010
Flying Dutchman, which was manufactured by the Szekely Aircraft and Engine Company in Holland, Michigan. The Flying Dutchman was powered by a Szekely SR-3 three-cylinder radial engine. The aircraft in the photo is identification number 10027, which was c/n 4.
Otto E. Szekely was an engineer from Germany who came to the United States after World War I. He initially worked for the Velie Motors Corporation, an automobile manufacturer (and later aircraft and aircraft engines) in Moline, Illinois. Szekely started his own engineering company in Moline to design small
The Flying Dutchman was built first by Niles Aircraft of Niles, Michigan, then by Szekely in Holland, Michigan.
gasoline engines, and his company also built engine piston rings. His engineering company designed engines for the Cushman Motor Works in Lincoln, Nebraska, which built small engines to power water pumps, cream separators, washing machines, feed grinders, concrete
mixers, wood saws, and generators. His company also did work for the Maytag Washing Machine Company in Newton, Iowa, which made gasoline-powered washing machines for customers who didn’t have access to electricity. In 1925, Szekely moved his en-
gineering and piston ring company from Moline to Holland, Michigan, where his company did work for a Holland company called the Vacatap Washing Machine Company. Before long, the Vacatap Company was dissolved due to management differences.
AERO CLASSIC “COLLECTOR SERIES”
Vintage Tires 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 jewels on and bring back the good times..… New General Aviation Sizes Available:
500 x 5, 600 x 6, 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world. Contact us with your requirements. Telephone: 800-247-8473 or 323-721-4900 FAX: 323-721-7888 6900 Acco St., Montebello, CA 90640 3400 Chelsea Ave, Memphis, TN 38106 In Support Of Aviation Since 1920….
www.desser.com
VINTAGE AIRPLANE 33
became the prototype Szekely Flying Dutchman 10027 c/n 4, the plane that appears in the Mystery Airplane photo 102E c/n 5 3088 c/n 7, the plane that is depicted in some Szekely advertisements 9355 c/n 10 9356, c/n 11 9450 c/n 12, which appears in many photographs 9451 c/n 13 9452 c/n 14 9453 c/n 15 9454 c/n 16 9455 c/n 17, which appeared in an in-flight photo that has This one is tough to make out, but here’s another shot supplied by Gordon LaCombe. been published several times A pair of Flying Dutchmans are parked under the wing of a Fokker Tri-Motor. It’s not 9456 c/n 18 known where the photo was taken. 8089 c/n 19 8090 c/n 20 8091 c/n 21 10028 c/n 26 Szekely continued with his pis- non-type-certificated airplanes. This list includes 17 identificaIn 1927 or 1928, the Niles Airton ring business, and he also started building engines for other craft Corporation in Niles, Mich- tion numbers, but the missing concompanies. Meanwhile, he was de- i g a n , w a s f o r m e d b y J a m e s R . struction numbers suggest there veloping a design for a three-cyl- Williams to manufacture and mar- may have been several more. From published photographs, inder radial aircraft engine. The ket a single-place low-wing monoresults of his efforts were the Sze- plane airplane named the Gold there were slight variations in the kely model SR-3L (150-pound dry Tip. The Gold Tip was designed by Flying Dutchman as production weight, 190.4-cubic inch displace- Professor Peter Altman, director progressed. ID 3088, c/n 7, had a ment, 5:1 compression ratio, 30 hp of the aeronautical department at tail shape and a long tapered fair@ 1750 rpm) and the model SR-3-45 the University of Detroit, and it ing from the engine cowling to the (138-pound dry weight, 190.4-cu- was originally powered with an cockpit (no apparent windshield), bic inch displacement, 4.9:1 com- Anzani engine. Szekely bought just like ID 10027, c/n 4, in the pression ratio, 45 hp @ 1750 rpm) the design rights and prototype Mystery Plane photo. ID 9450, c/n engines, which were awarded ap- airplane from Niles Aircraft and 12, had a conventional windshield proved engine type certificate num- hired Peter Altman to redesign the replacing the fairing in front of the airplane to use his Szekely engine. cockpit, but it still had the same bers 53 and 70, respectively. Szekely three-cylinder engines The resulting aircraft was named shaped tail. ID 9455, c/n 17, had a convenwere approved on several approved the Flying Dutchman. The Szekely type-certificated (ATC) airplanes. Flying Dutchman airplane never tional windshield and a roundThese included the Alexander Air- received a type certificate, so all of shaped tail. Our regular contributor Wes craft model D2 Flyabout (ATC 449), the airplanes that were built were the American Eagle model 230 Ea- treated as “identifi ed aircraft” by Smith has written up an even more glet (ATC 380), the American Ea- the CAA. Thus, their identifying extensive history of Szekely and the gle model B-31 Eaglet (ATC 450), numbers did not include the NC Flying Dutchman, which we’ll pubBuhl Aircraft model LA-1 Bull Pup prefix. All Flying Dutchman air- lish in the near future, along with (ATC 405), Curtiss-Wright model craft were apparently built during some other material sent by Phil Michmerhuizen of Holland, Michigan. CW-1 Junior (ATC 397), Rearwin 1928 and 1929. Here is a list of the Szekely Flying Airplanes model 3000 Junior (ATC Other correct answers were received 434), Rearwin Airplanes model Dutchman identification numbers from Bob Taylor, Ottumwa, Iowa 3100 Junior (ATC 481), and the that I was able to glean from www. (who supplied us with the copy from Taylor Aircraft model H-2 Cub (ATC Aerofiles.com: Aeronautics); Wayne Muxlow, MinneX4448 c/n 1, the prototype Niles apolis, Minnesota; and Tom Lymburn, 572). In addition, Szekely engines were used on many homebuilt and Aircraft Corporation Gold Tip that Princeton, Minnesota.
34 MARCH 2010
VAA Backpacks $24.95
Get back to school with these great backpacks for all your supplies. Use as a traveling pack for any of your awayfrom-home needs. Sturdy material construction with the VAA logo. Choose from two styles.
Grey PLU 5265130300000 Brown PLU 5265130200000
Telephone Orders: 800-843-3612 From US and Canada (All Others Call 920-426-5912)
Or send to: EAA Mail Orders, P.O. Box 3086, Oshkosh, WI 54903-3086 Limited supplies available. *Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax.
VINTAGE AIRPLANE 35
Vintage
Books and Video Reviews The Story of the 1939 National Air Races DVD by Greg Books
W
hen one stands in a museum, gazing at photographs of people locked in formal poses and flying machines frozen against the static backdrop of concrete and steel, it’s easy to miss the sheer audacity of high-performance flight. But to see those frozen, slightly self-conscious images of the people and fragile dragonflies, themselves, come to life, to watch them in their element, instills an entirely new ap-
36 MARCH 2010
preciation of the awe-inspiring contributions of those pioneers. Such is the experience of watching The Story of the 1939 National Air Races, recently released by the National Air Race Project. Using more than 90 minutes of photographs of the planes, the people, the site, and the races, the production tells the story of the last of the golden age of air races. The race, which took place the day after the invasion of Poland touched off World War II, was the last race until 1946, when military surplus planes, with their superior power and speed, made the custom-built classics obsolete. The rare color film
footage, photographs, memorabilia, and background information are skillfully woven together to capture the excitement and optimism of the day. Some of the footage, including exhibition stunts that would never be tried in a modern air show (landing a Piper Cub on top of a Waco in midair, and landing both while still attached) might even leave viewers shaking their head in wonder! Or Mike Murphy’s Cub, which takes off, flies, and lands while upside down! If there is any area where the production is lacking, it is in the soundtrack. While the occasional marching music seemed appropriate for the exhibition of military aircraft and behind invasion footage, the exclusive use of marches is puzzling. A primary goal of the documentary filmmaker is to bring flat images to life, and the soundtrack is a major channel. Using narration alone imparts a didactic quality, while using music that reflects the context, enriches. Within the first few minutes of flying footage, I began to yearn for the sound of a radial engine in addition to the narration . . . and while watching the race-day footage, I’d have traded my popcorn for “Little Brown Jug” or “Woodchopper’s Ball!” But that limitation aside, The Story of the 1939 National Air Races is an exciting and worthwhile addition to any aviation enthusiast’s library. Grab the popcorn, fire up Glen Miller or Woody Herman on your iPod, and enjoy! And next time you’re looking at Whitman’s Bonzo or Art Chester’s Jeep at the EAA AirVenture Museum, or the recent re-creation of the Schoenfeldt Firecracker at EAA AirVenture Oshkosh, you’ll have a greater appreciation for the golden age of air racing.
JOIN US VINTAGE AIRCRAFT ASSOCIATION 920-426-4800
VINTAGE TRADER S o m e t h i n g t o b u y, s e l l , o r t r a d e ?
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 (classads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.
MISCELLANEOUS Flying wires available. 1994 pricing. Visit www. flyingwires.com or call 800-517-9278. AIRPLANE T-SHIRTS 150 different airplanes available. WE PROBABLY HAVE YOUR AIRPLANE! www.airplanetshirts.com or call 1-800-645-7739. We also do Custom T-shirts and Caps for Clubs.
w w w. a e r o l i s t . o r g , A v i a t i o n s ’ L e a d i n g Marketplace
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
VINTAGE AIRPLANE 37
VINTAGE AIRCRAFT ASSOCIATION OFFICERS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 chief7025@aol.com
Vice-President George Daubner N57W34837 Pondview Ln Oconomowoc, WI 53066 262-560-1949 gdaubner@eaa.org
Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507-373-1674 stnes2009@live.com
DIRECTORS
Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653-7557 sst10@comcast.net
Jeannie Hill P.O. Box 328 Harvard, IL 60033-0328 815-943-7205
David Bennett 375 Killdeer Ct Lincoln, CA 95648 916-645-8370 antiquer@inreach.com
Espie “Butch” Joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668-3650 windsock@aol.com
Jerry Brown 4605 Hickory Wood Row Greenwood, IN 46143 317-422-9366 lbrown4906@aol.com
Dan Knutson 106 Tena Marie Circle Lodi, WI 53555 608-592-7224 lodicub@charter.net
Dave Clark 635 Vestal Lane Plainfield, IN 46168 317-839-4500 davecpd@att.net
Steve Krog 1002 Heather Ln. Hartford, WI 53027 262-966-7627 sskrog@aol.com
John S. Copeland 1A Deacon Street Northborough, MA 01532 508-393-4775 copeland1@juno.com
Robert D. “Bob” Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 lumper@execpc.com
Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 269-624-6490 rcoulson516@cs.com
S.H. “Wes” Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771-1545 shschmid@gmail.com
Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317-293-4430 dalefaye@msn.com
Membership Services Directory Enjoy the many benefits of EAA and EAA’s Vintage Aircraft Association Phone (920) 426-4800
Robert C. Brauer 9345 S. Hoyne Chicago, IL 60643 773-779-2105 photopilot@aol.com
E.E. “Buck” Hilbert 8102 Leech Rd. Union, IL 60180 815-923-4591 buck7ac@gmail.com
Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920-231-5002 GRCHA@charter.net
Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-9110 genemorris@charter.net
Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-5012 rFritz@pathwaynet.com
John Turgyan PO Box 219 New Egypt, NJ 08533 609-758-2910 jrturgyan4@aol.com
Fax (920) 426-4873
Web Sites: www.vintageaircraft.org, www.airventure.org, www.eaa.org/memberbenefits E-Mail: vintageaircraft@eaa.org
EAA and Division Membership Services (8:00 AM–7:00 PM Monday–Friday CST) membership@eaa.org 800-564-6322 FAX 920-426-4873 www.eaa.org/memberbenefits •New/renew memberships •Address changes •Merchandise sales •Gift memberships EAA AirVenture Oshkosh 888-322-4636 www.airventure.org Sport Pilot/Light-Sport Aircraft Hotline 877-359-1232 www.sportpilot.org Programs and Activities Auto Fuel STCs 920-426-4843 EAA Air Academy 920-426-6880 www.airacademy.org EAA Scholarships 920-426-6823 Flight Instructor information 920-426-6801 www.eaa.org/nafi Library Services/Research 920-426-4848 Benefits AUA Vintage Insurance Plan 800-727-3823 www.auaonline.com EAA Aircraft Insurance Plan 866-647-4322 www.eaa.org/memberbenefits EAA VISA Card 800-853-5576 ext. 8884 EAA Hertz Rent-A-Car Program 800-654-2200 www.eaa.org/hertz EAA Enterprise Rent-A-Car Program 877-421-3722 www.eaa.org/enterprise Editorial 920-426-4825 www.vintageaircraft.org VAA Office FAX 920-426-6579
airventure@eaa.org sportpilot@eaa.org dwalker@eaa.or airacademy@eaa.org scholarships@eaa.org tdeimer@eaa.org slurvey@eaa.org
membership@eaa.org membership@eaa.org membership@eaa.org vintage@eaa.org tbooks@eaa.org
EAA Members Information Line 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, including 12 issues of SPORT AVIATION. Family membership is an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for Foreign Postage.)
EAA SPORT PILOT
DIRECTORS EMERITUS
TM
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Current EAA members may add EAA SPORT PILOT magazine for an additional $20 per year. EAA Membership and EAA SPORT PILOT magazine is available for $40 per year (SPORT AVIATION magazine not included). (Add $16 for Foreign Postage.)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an additional $36 per year. EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)
receive SPORT AEROBATICS magazine for an additional $45 per year. EAA Membership, SPORT AEROBATICS magazine and one year membership in the IAC Division is available for $55 per year (SPORT AVIATION magazine not included). (Add $18 for Foreign Postage.)
WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $45 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $55 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign Postage.)
FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.
IAC
Current EAA members may join the International Aerobatic Club, Inc. Division and TM
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright ©2010 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@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $36 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 6J5. FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of VINTAGE AIRPLANE 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 submit 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: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
38 MARCH 2010
What Our Members Are Restoring Klemm 107C BY
THOMAS STUTE
JOE RIEMENSBERGER
Klemm 107C D-ELYQ In June 2000, when I wandered over the apron of Friedrichshafen airport (the home of the Zeppelin airships) while waiting for a student pilot to show up, I ran into Hermann, who, I knew, owned a rare Klemm 107C. Unfortunately, it had been a hangar queen for the past few years. We had the usual pilot talk when I asked him if he knew of a PA-18 or something similar to be sold. He didn’t, but then he told me he had wanted to sell his plane for nearly three years without success. That was news to me, so I convinced him of my interest. I knew his Klemm, but I had never seen it fly. We walked over to the hangar and removed its canvas cover. After a thorough external inspection I hopped into the wellequipped cockpit, and with a firm grip on the stick I knew: “This is going to be mine!” I immediately phoned my friend Werner and told him about our new plane. He rushed out to the airport, and the three of us confirmed the deal by shaking hands. Now with D-ELYQ we own a real piece of German aviation heritage (less than 10 of these airplanes have survived in airworthy condition). The Klemm 107 essentially is a pre-World War II design. With its two side-by-side seats and the 105-hp Hirth 504 inverted
four-cylinder in-line engine, it was intended as a primary trainer and sport aircraft. After only 20 examples had been built, production stopped due to World War II. In the 1950s Hans Klemm and Ludwig Bölkow joined forces to start aircraft manufacturing again with the Kl-107 after the war. The design was modified, designated as KL-107A, and had an additional third seat in the back. It was powered by a Continental C90. First flight was in 1955 and showed that the C90 did not have enough power. The Continental was replaced by a Lycoming O-320-A2A, and the aircraft, now designated Kl-107B, flew as expected. After series production had commenced, further modifications were introduced with a wider track oleo-strut landing gear, designed and manufactured by Dornier-Werke Friedrichshafen, and a refined canopy. This version was designated Klemm 107C. The Klemm Kl-107C is an example of the classical German sport airplane tradition with its lightweight structural design. The fuselage displays an all-wooden assembly of two plywood monocoque shells glued and bolted together. This structure carries the wings, empennage, engine, and payload. The all-wooden wings have one main spar and a torsion-stiff
VINTAGE AIRPLANE 39
KARSTEN PALT
THOMAS STUTE
JOE RIEMENSBERGER
leading-edge D-section. The rear two-thirds of the wing are Ceconite-covered. The main undercarriage is attached to the wing spar. Takeoff and landing are assisted by a split-flap. The wings can be dismantled when the fuselage is supported. The horizontal and vertical stabilizers are stressed-skin designs from plywood, with the control surfaces fabric-covered. Rudder and elevator are cable-operated, while the ailerons are controlled via push-rods. The Kl-107C is a real pilot’s airplane, and that makes it a lot of fun to fly: The controls are well-balanced, it is quite agile, and the control forces are right. The visibility, even forward when sitting on its tail wheel, is excellent. The stall announces itself very well with buffeting; it goes gently into a spin and recovers right on command. It behaves exactly as a trainer should. The Klemm has a conventional landing gear with the third wheel in the right place . . . at the tail. It is free-swivelling for taxiing and must be locked for takeoff and landing. The 107 has a long and bulky fuselage, thus it leaves a lot of surface for the wind to attack, making the 107 quite sensitive to crosswind operation. So even taxiing in strong winds sometimes is quite a challenge, not to mention takeoff and landing. The landing is not completed until the aircraft is safe in the hangar or at least safely tied down with all the control surfaces locked. Traveling at an economical speed of about 110 mph gives you enough time to enjoy the landscape you are passing, and the fuel burn of about 6.5 U.S. gallons per hour (100 L or car fuel)
doesn’t stress your budget too much, which is very important in Europe with fuel charges of around $10 per gallon. This plane is real fun, and when Werner and I land anywhere in Germany or in the neighboring countries, we feel by the reaction of fellow aviation enthusiasts, we own something special. Let’s keep them flying! It is heritage; it is part of our technical culture.
40 MARCH 2010
Basic technical data of the Klemm 107C Engine
Lycoming O-320 A2A 150 HP
Span Width Wing Area
10.84 m
35 ft 7 in
2
157 ft 2
14.6 m
Aspect Ratio
8
Length
8.3 m
27 ft 3 in
Empty Weight
650 kg
1433 lbs
Max TO Weight
970 kg
2138.5 lbs
VNE
300 km/h
162 kt
186 mph
Vtravel
180 km/h
100 kts
112 mph
Fuel Capacity Range
1301 850 km
34 US gal 460 nm
530 miles
Proud Partners with EAA Why would anyone buy anything else?
Enjoy the privilege of partnership
“I purchased my first Ford Explorer in 1993. Since then, between my wife and me, we’ve had 14 Explorers. My whole purchase experience got a lot easier in ‘98 when Ford first offered EAA members the Partner Recognition Program. Buying a car now is a hassle-free pleasure. You bring your PIN number to the dealer and receive the official Partner Recognition price. On top of the discount, you also receive all rebates and special offers. We’ve saved tens of thousands of dollars and never been happier!
EAA Members who are considering the purchase or lease of a new Ford Motor Company vehicle should be sure to take advantage of the opportunity to save with the Ford Partner Recognition Program.
Oh, and by the way, I sold my ‘93 Explorer to my nephew in ‘97 and he sold it in ‘03 with 267,000 trouble free miles.”
Certain restrictions apply. Available at participating dealers. Please refer to www.eaa.org.
Get your personal identification number (PIN) and learn about the great value of Partner Recognition/X-Plan at www.fordpartner.com
Skip L., EAA #303877 Victor, NY
VEHICLE PURCHASE PLAN