Va vol 42 no 4 jul aug 2014 by EAA Vintage Aircraft Association

JULY/AUGUST 2014

•Cessna Comparison •Survivor 140 •2014 Sun ’n Fun Photos

A Handsome

TRAVEL AIR

Straight & Level

Vintage Airplane STAFF

GEOFF ROBISON

VAA PRESIDENT, EAA 268346, VAA 12606

EAA Publisher . . . . . . . . . Jack J. Pelton,

. . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board

Editor in Chief. . . . . . . . . J. Mac McClellan

Engaging Experiences Kenny Loggins in Concert: Monday 6:00 P.M. with opening act Blue Sky Riders – next to the Ford Hangar on EAA Plaza F-35 Lightning II Edition Mustang: See the one-of-a-kind build to benefit the Young Eagles Ford and Lincoln Vehicles: See the all-new 2015 Mustang, Focus, Edge, Expedition and F-150 pickup as well as the electrifying 2015 Lincoln MKC and Navigator Fly-In Theater: Nightly, Sunday-Saturday @ Camp Scholler, blockbuster features and classic aviation films: Wings, Gravity, Star Trek Into Darkness, The Millionaires’ Unit: America’s Pioneer Pilots of the Great War, Man of Steel, Pacific Rim, Ender’s Game and free popcorn! Raptor Rock Wall, Mustang Pony Rides and Tough Tumblers: Fun for the entire family Ford Autograph HQ: Autographs from celebrities, air show performers and living legends 1964 The Tribute in Concert: The most authentic and endearing Beatles tribute in the world on Saturday night at 6:30 P.M. Mustang 50 Years Photo Booth: Take home souvenir photos -- fun for all ages Model T Experience: Model T rides @ the Ford Hangar ST Racing Simulator: See the all-new 2015 Focus ST and advanced racing simulator to test your driving skills Ken Block Ride-Along Experience: Featuring state-of-the-art Oculus Rift technology Mustang Pinball Arcade: Aim for high score of the day and win a prize befitting a pinball wizard Giveaways: Hats, Mustang kit cars, buttons and more Free Ice Cream: Nightly deliveries; watch for the Transit Connect Stay Connected: Connect with family & friends with our free e-mail stations

The Privilege of Partnership EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s Partner Recognition Program. To learn more on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford.

Editor. . . . . . . . . . . . . . Jim Busha

2014 EAA AirVenture Oshkosh— You Gotta Be There!

. . . . . . . . . . . . . . . . . jbusha@eaa.org

VAA Executive Administrator. Max Platts

920-426-6110. . . . . . . . . . mplatts@eaa.org

I have continuously remarked in recent months here in this column about the past year of execution on many tough financial and operational decisions that were adopted at the fall 2012 VAA board of directors meeting. I am very pleased to report to our members that these tough decisions have paid off in a grand fashion for the financial well-being of this organization. Be assured that we continue to find ourselves pulling on the reins to assure us all of the continuation of a sound fiscal approach that shows real and positive results. Congratulations to the entire Vintage board of directors for supporting the Vintage leadership in our endeavor to reverse our financial trends of the past few years. We all have much to be proud of. When you are wandering through the Vintage area during Oshkosh 2014, you need to be sure to stop by our completely remodeled merchandise store. The volunteers have selected some really great clothing items and some aviation-related items for the store this year. I think you will be impressed with this upgrade in the Red Barn Store.

Postwar Boom – The Classic Revolution

The Classic Revolution venue we have planned in the Vintage aircraft parking area for the upcoming convention continues to grow in stature. I can assure you that we will all be fascinated by the type and quality of these classic aircraft. We hope to also have the Benoist replica, a QED replica, a gorgeous Great Lakes, and even several Lockheed aircraft. The Oshkosh air show is also shaping up to be very interesting this year. As many of you are aware, the U.S. Air Force Thunderbirds team is planning to perform here on Friday, Saturday, and Sunday. Its aerobatic box is quite a bit larger than what we typically have at Oshkosh, and as a result of this the crowd line will have to be situated at the speaker poles on the flightline on all three days of their performance. Be sure to visit the AirVenture website at www.AirVenture.org. Watch the video “One Week, One Oshkosh,” and if that fails to get your blood boiled up, then there is no longer anything running through your veins! I am really pumped to see the Alaskan Valdez STOL aircraft perform and compete at Oshkosh this year. I anticipate around 15 of these amazing aircraft coming to Oshkosh, and remember they will be displayed right across the road from the Red Barn in the Vintage area. Be sure to come check these guys out. For those of you who participate in the EAA Vintage Aeromart operation during the convention, you will most assuredly find some very nice improvements to the aircraft parts check-in process this year. We have doubled the continued on page 63

ADVERTISING: Vice President of Business Development: Dave Chaimson dchaimson@eaa.org Advertising Manager: Sue Anderson sanderson@eaa.org Business Relationship Manager: Larry Phillip lphillip@eaa.org Design. . . . . . . . . . . . . . Livy Trabbold VAA, PO Box 3086, Oshkosh, WI 54903 Website: www.vintageaircraft.org Email: Vintageaircraft@eaa.org

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an additional $42 per year. EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association are available for $52 per year (SPORT AVIATION magazine not included). (Add $7 for International 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. Membership Service PO Box 3086 Oshkosh, WI 54903-3086 Monday–Friday, 8:00 AM—6:00 PM CST Join/Renew 800-564-6322 membership@eaa.org EAA AirVenture Oshkosh www.airventure.org 888-322-4636

www.vintageaircraft.org

Vol. 42, No. 4

2014

CONTENTS

JULY/AUGUST 2014 22

Comparing the Classics The Cessna 102/140 Budd Davisson

A Hand-Built Airplane Requires the Use of Hand Tools! Tim Bickford’s handsome Travel Air Sparky Barnes Sargent

Survivor 140 It’s amazing what hides in barns! Budd Davisson

Sun ’n Fun Photo Essay

COVERS

FRONT COVER: Photo by Mike Steineke BACK COVER: Photo shot by Mike Kelly www.michaelkellyphotography.com

COLUMNS

Straight and Level 2014 EAA AirVenture Oshkosh—You Gotta Be There! Geoff Robison

12 How to? Select and use aircraft plywood Robert G. Lock

18 Good Old Days

VAA Hall of Fame Inductee Timothy L. Talen Jim Busha

14 The Vintage Instructor Where have all the basics gone? Steve Krog, CFI

60 The Vintage Mechanic Aircraft fabric covering Robert G. Lock

VAA News

64 Vintage Trader

JULY / AUGUST 2014

Ask the AME Sleeping pills John Patterson, M.D., AME

ANY COMMENTS?

Send your thoughts to the Vintage Editor at: jbusha@eaa.org For missing or replacement magazines, or any other membership related questions, please call EAA Member Services at 800-JOIN-EAA (564-6322).

www.vintageaircraft.org

A “6-pack” Special Access to Donor Appreciation FORB Air-Conditioned of Cold Bottled Badge Volunteer Certificate Water! Center

CONTRIBUTION LEVELS ↓

Join Friends

DIAMOND PLUS $1,500 & higher DIAMOND $1,000 - $1,499 PLATINUM $750 - $999 GOLD $500 - $749 SILVER $250 - $499 BRONZE PLUS $150 - $249 BRONZE $100 - $149 LOYAL SUPPORTER $99 and under

of the Red

Barn!

Your support is crucial to the success of VAA’s AirVenture activities and programs VAA members like you are passionate about your affiliation with vintage aviation, and it shows. You’re the most loyal of all EAA members, renewing your VAA membership each and every year at a rate higher than any other group within the EAA family. We appreciate your dedication! Each year we give you another opportunity to strengthen your bond with the VAA by inviting you to become a Friend of the Red Barn. This special opportunity helps VAA put together all the components that make the Vintage area of EAA AirVenture a unique and exciting part of the World’s Greatest Aviation Celebration. This special fund was established to cover a significant portion of the VAA’s expenses related to serving VAA members during EAA AirVenture Oshkosh, so that no dues money is used to support the convention activities. This is a great opportunity for Vintage members to join together as key financial supporters of the Vintage division. It’s a rewarding experience for 4

JULY / AUGUST 2014

each of us as individuals to be a part of supporting the finest gathering of Antique, Classic, and Contemporary airplanes in the world. At whatever level is comfortable for you, won’t you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft Association has played in preserving the irreplaceable grassroots and general aviation airplanes of the last 100 years? Your participation in EAA’s Vintage Aircraft Association Friends of the Red Barn will help ensure the very finest in EAA AirVenture Oshkosh Vintage programs. To participate in this year’s campaign, fill out the donation form by visiting our website at www. VintageAircraft.org/programs/redbarn.html to make an online contribution. And to each and every one of you who has already contributed, or is about to, a heartfelt “thank you” from the officers, directors, staff, and volunteers of the Vintage Aircraft Association!

Two Passes to VAA Volunteer Party

10 Minute Breakfast at Chair Back Tall Pines Massage at Café AV2013

2 people, full week 2 people, full week 2 people, full week 1 person, full week

Tri-Motor OR Two Tickets Close Helicopter to VAA Picnic Auto Parking Ride Certificate 2 tickets

2 tickets

1 ticket

Special EAA PHP Air Show Center Seating Access

Full week 2 people, 2 people, full week full week Full week 2 people, 1 day 2 days

1 ticket

All donors at all levels will have their name listed in Vintage Airplane magazine, on VintageAircraft.org, and at the VAA Red Barn during AirVenture.

VAA Friends of the Red Barn

Name________________________________________________ ____________ EAA #___________ VAA #___________ Address____________________________________________________________________________________________ City/State/Zip_______________________________________________________________________________________ Phone___________________________________________________E-Mail_____________________________________ Please choose your level of participation: ____ Diamond Plus $1,500.00 or above ____ Diamond Level Gift - $1,000.00 - $1,499.00 ____ Platinum Level Gift - $750.00 - $999.00 ____ Gold Level Gift - $500.00 - $749.00

____ Silver Level Gift - $250.00 - $499.00 ____ Bronze Plus Gift - $150.00 - $249.00 ____ Bronze Level Gift - $100.00 - $149.00 ____ Loyal Supporter Gift - ($99.00 and under)

n Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) n Please charge my credit card for the amount of: ____________ Credit Card Number _____________________________ Expiration Date _________ Signature_________________________________________ Badges for Bronze Level and Above:

n Yes, prepare a name badge to read:

Mail your contribution to:

VAA FORB PO Box 3086 OSHKOSH, WI 54903-3086

or contribute online at

www.vintageaircraft.org/programs/redbarn.html

n No badge wanted for this year.

_________________________________________________________________ (Please print just as you wish your badge to read.) First Last Certificates:

n Yes, I want a Certificate

n No, I do not want a Certificate for this year.

The Vintage Aircraft Association is a non-profit educational organization under IRS 501c3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.

www.vintageaircraft.org

Nominate your favorite vintage aviator for the EAA Vintage Aircraft Association Hall of Fame. A great honor could be bestowed upon that man or woman working next to you on your airplane, sitting next to you in the chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, historian, photographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductee—but only if they are nominated. The person you nominate can be a citizen of any country and may be living or deceased; his or her involvement in vintage aviation must have occurred between 1950 and

the present day. His or her contribution can be in the areas of flying, design, mechanical or aerodynamic developments, administration, writing, some other vital and relevant field, or any combination of fields that support aviation. The person you nominate must be or have been a member of the Vintage Aircraft Association or the Antique/Classic Division of EAA, and preference is given to those whose actions have contributed to the VAA in some way, perhaps as a volunteer, a restorer who shares his expertise with others, a writer, a photographer, or a pilot sharing stories, preserving aviation history, and encouraging new pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part. • Think of a person; think of his or her contributions to vintage aviation. • Write those contributions in the various categories of the nomination form. • Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. • If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction. We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: cwh@hvsu.com Remember, your “contemporary” may be a candidate; nominate someone today! Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: • Date submitted. • Name of person nominated. • Address and phone number of nominee. • E-mail address of nominee. • Date of birth of nominee. If deceased, date of death. • Name and relationship of nominee’s closest living relative. • Address and phone of nominee’s closest living relative. • VAA and EAA number, if known. (Nominee must have been or is a VAA member.) • Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) • Area(s) of contributions to aviation. • Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. • Describe achievements the nominee has made in other related fields in aviation. • Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. • Any additional supporting information. • Submitter’s address and phone number, plus e-mail address. • Include any supporting material with your petition.

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2014

VAA Hall of Fame Inductee Timothy L. Talen by Jim Busha The EAA Vintage Aircraft Association wishes to announce that Timothy L. Talen, EAA 8615, VAA 1616, of Springfield, Oregon, has been chosen as the 2014 VAA Hall of Fame recipient. Tim was born in Seattle, Washington, in 1945 and eventually graduated from Cal State University at Chico, California, in 1972 with a master’s degree in history. But Tim just didn’t stick to history books; he actually made history come alive with his talented craftsmanship of old vintage airplanes. As a teenager he gained his first hands-on experience working on an airplane when he and his father built a Corben Baby Ace. After earning his undergraduate degree, Tim fulfilled his military obligation as an air traffic controller in Vietnam. In 1969 Tim learned to fly in an Aeronca Champ under the tutelage of his father. Tim eventually moved to Oregon in 1977 and initiated the actions leading to the formation of the Oregon Antique & Classic Aircraft Club in 1980 and the Oregon Aviation Historical Society in 1983. Tim has spent his adult life in the pursuit of researching, collecting, and restoring vintage aircraft from his shop outside LARRY HAWKINS

Nominat ions

C A L L F OR V I N TA G E A I R C R A F T A S S O C I AT ION

of Springfield, Oregon. Tim is considered an expert restoration technician for many single-engine aircraft and has restored the following, just to name a few: the Interstate Cadet, Cessna 120, Piper J-3 Cub, Fairchild 22, 1929 Fleet, 1929 Great Lakes, 1935 Speedbird, Porterfield, Rearwin Skyranger, Piper J-5, 1939 Stinson HW-75, and Taylorcraft. Tim’s restorations have received countless accolades and awards at EAA Oshkosh; Evergreen, Washington; Merced and Watsonville, California; and the North Bend, Oregon, Air Fair. B e c a u s e o f T i m ’s b a c kg round in histor y, his e fforts are displayed broadly throughout each of his restorations as his aim for authenticity shines brightly with each completed airplane. Tim Talen’s dedication to his craft has provided numerous examples of rare and interesting aircraft resurrections that can be appreciated by future generations. Please join me in once again congratulating Tim Talen as the 2014 VAA Hall of Fame inductee. (Look for a feature story on Tim in the November/December 2014 issue of Vintage Airplane magazine.) www.vintageaircraft.org

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VAA News The Vintage lineup for EAA Oshkosh 2014—don’t miss it! Honoring EAA Number 1— Paul H. Poberezny EAA is inviting all members and attendees to join in paying tribute to the memory of our founder, Paul H. Poberezny, during several special commemorative activities at EAA AirVenture Oshkosh 2014. Paul passed away last August at the age of 91, and we continue to feel his presence daily as planning proceeds for the 62nd annual gathering that he created. On July 27, the Sunday before opening day, a brief ceremony will be held at the EAA Memorial Wall with EAA Chaplain Pastor Ed Riddick. The event is slated for early evening and is open to all AirVenture attendees. Reminders of Paul’s profound impact on not only EAA but all of aviation will be prevalent throughout the week. And of course that starts with airplanes; look for his prized P-64 and P-51 warbirds prominently displayed on the Plaza. At the EAA Welcome Center, visit our special tribute area that tells Paul’s story in his own words. Paul’s iconic Red One VW and his very first aircraft, the Waco Primary Glider, will be on prominent display. All along the flightline, Paul tribute banners will fly from speaker poles. Monday’s evening program at Theater in the Woods will be a special night of storytelling and a celebration of Paul’s life that you won’t want to miss. Paul and his legacy will be the focus of Tuesday’s EAA Lifetime Member Dinner, including videos, a commemorative printed program, and a special keepsake. Paul’s unique way with words often became part of the EAA lexicon as “Paulisms,” and we’ll celebrate them in various ways on the convention grounds at the Founders’ Wing and Welcome Center and with various printed materials and other things in store. Stay tuned for other activities as they are confirmed. 8

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Boom-to-Bust Invasion The Vintage Aircraft Association annually welcomes a wide variety of some of the world’s most beautiful antique and classic aircraft to EAA AirVenture Oshkosh, and this year will be no different. The VAA is extending a special invitation, however, to those aircraft built from 1945 to 1947 to participate in “Postwar Boom: The Classic Revolution,” celebrating the tremendous postwar production of airframes fueled by returning soldiers, sailors, and airmen who wanted to fly. The “Postwar Boom: The Classic Revolution” celebrates this unprecedented production of airplanes at EAA AirVenture Oshkosh 2014. In the peak year 1946 alone, more than 30,000 light airplanes were built and sold. This included 7,780 Pipers, 7,555 Aeroncas, 3,959 Cessnas, 3,911 Taylorcrafts, 2,503 Ercoupes, 2,483 Luscombes, and 1,550 Globe/Temco. VAA Director Emeritus Charlie Harris wrote about this boom period in the January/February 2014 issue of VAA’s Vintage Airplane. The VAA has communicated with several type clubs representing that time frame and also seeks any other aircraft owner with a suitable aircraft to participate in the special Vintage Showcase. The types vary from Aeroncas and Cubs to Bonanzas and Cessna 120s and 140s to Ercoupes and Swifts to Stinsons and Taylorcrafts to numerous others. “We had a very successful turnout in 2012 in the Vintage area when we hosted more than 180 Piper J-3 Cubs to celebrate the Cub’s 75th anniversary,” said VAA President Geoff Robison. “Building on that success, the VAA wishes to invite all owners and operators of aircraft manufactured from 1945 to 1947 to fly to Oshkosh and display their wonderful airplanes representing this boom in GA aircraft production.” Organizers hope to attract several hundred postwar planes to AirVenture this year, along with the rest of the vintage aircraft planning to attend. Among the special incentives to eligible postwar aircraft, preferred parking will be provided. Several different makes and models will also be featured each day at the VAA Showcase in front of the VAA Red Barn. More details regarding the Classic Revolution will be announced as they are confirmed. The VAA sent invitations to the following type clubs whose manufacturers saw large postwar production spikes: International Cessna 120/140 Association International Cessna 170 Association

Cub Club Short Wing Piper Club National Aeronca Association Aeronca Aviators Club International Stinson Club Porterfield Airplane Club Ercoupe Owners Club American Bonanza Society Funk Aircraft Owners Association Luscombe Association International Ryan Club Taylorcraft Owners Club Taylorcraft Foundation

solo flight by a woman, and the one Wiley Post flew around the world twice—are of wood construction. Those two aircraft are permanent fixtures at the Smithsonian Air & Space Museum. Other surviving airframes include one owned by Kermit Weeks, one in the Henry Ford Museum, and one owned by John Desmond in Philadelphia that’s reportedly under restoration. According to Magoffin, the airplane is 90 percent original, with a rebuilt wing and tail that was “in splinters.” It’s powered by a 450-hp Pratt & Whitney R-985 Wasp Junior engine, turning a Hamilton Standard 2D3 twin-blade prop. The restoration was done by Arizona Airframe Service, Marana, Arizona.

SCOTT GERMAIN

LYLE JANSMA

The World’s Only Flying Lockheed Vega Will Be at EAA AirVenture Oshkosh 2014

Gee Bee Q.E.D. to Appear at EAA AirVenture Oshkosh

Those who revel in rare aircraft are in for a real treat at EAA AirVenture Oshkosh 2014 as the world’s only flying example of the Lockheed’s history-making Vega, made famous by such aviation legends as Amelia Earhart and Wiley Post, flies to Wittman Regional Airport for the 62nd annual gathering scheduled for July 28 to August 3. John Magoffin, EAA 1003773, of Tucson, Arizona, will show his beautifully restored 1933 Lockheed Vega DL-1B to aviation enthusiasts from around the world who will truly appreciate its historical significance. Magoffin has put about 10 flying hours on NC12288 since its maiden post-restorative flight on December 17, 2013. That was the first time in more than two decades since a Vega had flown. The six-passenger monoplane, Serial No. 161, is currently hangared at the Commemorative Air Force’s Air Base Arizona in Mesa. “It’s a long way from Arizona to Wisconsin, but I’m really looking forward to it,” Magoffin said. Like the airplane, this will be his first visit to EAA’s annual summer gathering, and attendees can see the airplane prominently parked in front of the VAA Red Barn just south of the Plaza. A total of 630 Vegas were built, and Magoffin’s plane is the only surviving example with an aluminum fuselage, built by the Detroit Aircraft Corporation (hence the DL model number for “Detroit Lockheed”). All other existing examples—including the one in which Amelia Earhart made the first trans-Atlantic

When we last spoke with Rich Alldredge following the flawless first flight of the late Jim Moss’ outstanding reproduction 1934 Gee Bee Q.E.D. last fall, he said, “We definitely have Oshkosh in our sights.” Well, this week he confirmed plans to fly the burly two-place golden age racer to Oshkosh this summer to participate in EAA AirVenture 2014. Alldredge, EAA 699652/ VAA 722854, who lives on Evergreen Sky Ranch (51WA) near Enumclaw, Washington, headed the project team to complete the Q.E.D. after Moss passed away after a lengthy illness at the age of 82 last September. “We’ve still got a few steps to make—we’re halfway through the flight-test program,” Alldredge said. “We’ll start again when the weather improves. We’re over the peak and heading down the back side.” The airplane was built at Cawley’s Prairie Airport (02WA) in Buckley, then transported 50 miles to Olympia Regional Airport for initial test flights. The airplane was brought back to 02WA where it’s spent the winter months being tinkered on in a heated hangar. Hopes are to return to Olympia in April to finish the test program. Alldredge says the team is targeting the flight to Oshkosh about a week prior to the convention. It will likely take three flight legs to get there, figuring on a range of 600 miles, and not more than three hours at a time. More details will be announced as they are finalized. The 6,200-pound (gross weight) Q.E.D. is powered by a Wright R-1820 Cyclone engine, not the Pratt & Whitney www.vintageaircraft.org

R-1690 Hornet from the original Granville brothers design. The Cyclone, as Moss stated in Sport Aviation, has the same diameter as the Pratt with twice the horsepower (1,425 hp versus 675 hp). To account for the Cyclone’s 200 pounds of extra weight, Moss reduced the fuel tank from 480 gallons to 240 gallons. Moss’s masterpiece is also 10 feet longer with an additional 10 feet of wingspan over the original. The rudder and fin were also enlarged to match the area of the R-1820-powered T-28. Q.E.D. stands for the Latin term quod erat demonstrandum, which means “what had to be demonstrated.” Where better to obey that order than EAA AirVenture Oshkosh 2014?

GREG YOUNG

JIM KOEPNICK

Two Fairchild 71s Are Scheduled to Appear at EAA AirVenture Oshkosh 2014 Marlin Horst, EAA 139319/VAA 31119, of Bird-in-Hand, Pennsylvania, plans to bring his 1929 aircraft NC9708, Serial No. 37—one of four Fairchild 71s remaining on the registry. EAA AirVenture will feature half the remaining fleet of Fairchild 71s! Horst acquired the airplane from the estate of aircraft collector Gene Frank in 2006 and a year later started a six-year restoration that was completed in the fall of 2012. It first flew last August and has about 20 post-restoration hours logged so far. The registration number 9708 originally belonged to a 71 that was featured in a Fairchild sales brochure designed for the 1928 Hamilton Aviation Fair in Ontario, Canada, touting its use as a corporate airplane. “It was decked out with the finest attire—the Learjet of its 10

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day,” Horst said. He restored his airplane to the specifications of that aircraft from the brochure, choosing wool, mahogany, sapele, leather, and high-quality broad cloth for the personalized custom interior for his NC9708. Horst would love to form up in the air with Gary Coonan’s Fairchild 71, so the AirVenture attendees can see these two surviving classics from aviation’s golden age fly together. Gary Coonan, EAA 665101, of Bell Buckle, Tennessee, will bring his restored 1927 Fairchild 71, NC9727, with pilot David Williams at the controls when it lands at Wittman Regional Airport for the 62nd annual fly-in. Coonan said he stumbled on the lumbering airplane kind of by accident while visiting John Cournoyer at the Historic Aircraft Restoration Museum in Creve Coeur, Missouri—where he had acquired his 1933 Waco UBF. “Something attracted me to the wicker seats,” he said. “I imagined people jumping in there and just flying somewhere. Today we can’t even leave the house without making sure our phone is charged.” Coonan and Williams came to the conclusion that the airplane needs to fly, so it was decided to take it to the Sun ’n Fun International Fly-In and Expo in Lakeland, Florida, this year. It proved to be a popular attraction beyond everyone’s expectations, Williams said. “I didn’t really get to see the show because I was by the airplane all the time, answering questions about it,” he said. “We had a wonderful time, flying in the showcase several days,” Williams added. “We were soon invited to every air show in the country, but you can’t turn down Oshkosh. We’re really looking forward to bringing the aircraft up and showing it to all the people in Oshkosh.” Look for it parked prominently in front of the Vintage Hangar just south of the Plaza. The tube-and-fabric aircraft is powered by a nearly new Pratt & Whitney 600-hp R1340 Wasp engine. It measures 36 feet long and has a 50-foot wingspan. “People ask how it flies, and I say it flies like a big Cub,” explained Williams, who has been a tailwheel instructor for 25 years. “Any tailwheel has the same tendency—just keep it straight, don’t get too slow, and don’t run out of fuel. The bigger the tail wheel, the better it flies. It is a joy to fly, but it is work.” Williams is a professional pilot who flies the Beechjet for Flight Options. “I fly that for work,” he said. “I fly these kinds of planes for fun. With this kind of airplane, you come to realize it’s a work of art. It needs to be seen to be appreciated.” The airplane was purchased originally by Pan Am, flying from Florida to Cuba as well as Texas and New Mexico for five years. It was restored to its original Pan Am paint scheme. The plane worked its way into South America flying for local and Mexican airlines for nearly two decades, and then it returned to the States in the 1950s and 1960s. “John did a great job getting the aircraft back to original condition,” said Williams, adding, “It originally seated eight passengers; it now seats six because we’re all bigger now.”

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Vintage Forums Where history comes alive

Metal Workshop Back by popular demand the metal workshop will conduct how-to sessions on forming and making various metal parts necessary for restoration of vintage airplanes. These sessions will be conducted twice daily Monday through Friday during the 2014 EAA fly-in.

Mini-Forums (in Type Club Hangar) Twice daily experts from within the VAA ranks will conduct hands-on mini-forums in the VAA Type Club Hangar covering all types of maintenance and repair tips. If you want to learn more about how to maintain your vintage aircraft in a better and safer method, check out these forums. You’ll find them to be fun and a great information resource.

Round Engine Forums This year Radial Engines Ltd. will be presenting a series of radial engine maintenance clinics at EAA AirVenture Oshkosh. In addition to the rare early radial engines that were displayed in the Vintage Hangar last year, this year there will be a W-670 Continental, R-680 Lycoming, and R-755 Jacobs. These WWIIera radials will be used as the focus of several hands-on workshops where topics relating to the operation and maintenance of these engines will be demonstrated. Currently workshops are planned which will address: -Cylinder replacement -Valve replacement -Magneto timing -Periodic inspections -Magneto overhaul -Liquid locks and how -Fuel injection for radials to avoid them These clinics will be held in the Vintage Hangar throughout the week. Stay tuned for schedules and further updates.

Ask the AME Dr. John Patterson (Ask the AME Vintage Airplane magazine columnist) will conduct one-on-one sessions during EAA AirVenture and will be answering your medical questions in the Hangar Conference Room. He will be available for two sessions a day, one at 10 a.m. and another at 2 p.m., Monday through Thursday.

NTSB Mini-Forum The NTSB reporting forms will be discussed and the benefit that a pilot may receive from using them. The date(s) and times

will be posted on the front of the Vintage Hangar.

Vintage in Review For the past several years the area in front of the VAA Red Barn has drawn a large crowd every morning at 11:00 a.m. when emcee Ray Johnson takes to the microphone and conducts interviews with owners of unique airplanes. These daily interviews will again draw a large crowd. If you want to meet the owners of these rare aircraft and get an up-close and personal look at their airplanes, you’ll want to come early for a seat in the shade.

Streamlined Check-In for Aeromart The managers of the VAA Aeromart, a treasure-trove for the hunters of aircraft parts, have great news for those wishing to sell parts and paraphernalia. A new, more modern, and streamlined method for checking in parts has been installed. No longer will one have to wait in line and fill out dozens of parts tickets. This system should save everyone a lot of time.

VAA Picnic The VAA Picnic has provided VAA members attending the EAA fly-in an opportunity for a great meal at a reasonable price. This year will be no different when the Wednesday evening event is held. The picnic also offers members the opportunity to meet many of the VAA board members, as the members of the board are the food servers for the evening. Tickets for this event sell quickly so be sure to visit the VAA Red Barn to obtain your tickets. Plan on attending and partaking in a great meal.

Shawano Fly-Out Each year during the EAA fly-in, the city of Shawano, Wisconsin, hosts a great event called the Shawano Fly-Out. VAA members are invited to fly their airplanes from Oshkosh to Shawano for a great breakfast and a lot of hospitality. If you want to see Oshkosh and the EAA grounds from the air, then plan on flying to Shawano for breakfast. You’ll be back in plenty of time to get tied down and ready for the daily air show. You’ll need to sign up to participate in the fly-out so plan on stopping at the VAA Red Barn to do so and obtain more details. www.vintageaircraft.org

How to?

Aircraft plywood is manufactured to specification MIL-P-6070 that calls for shear testing after immersion in boiling water for three hours. Waterproof glue is used to bond the veneers together, and a hot press is used to apply pressure while the adhesive cures. When the plywood sheet is removed from the hot press, one side will be relatively smooth (A side), and the other side slightly rough (B side). When gluing I always use the B side because of its roughness to allow better penetration of the adhesive being used. I will also gently hand sand the side to be bonded using coarse sandpaper—I don’t want to remove material but rather just put some scratches in the surface to promote better adhesion. This is particularly true of bonding birch plywood.

ROBERT G. LOCK

Select and use aircraft plywood inch stock that was entirely basswood. To determine if a wood is either hardwood or softwood, the shape of the tree leaf must be known. Softwoods come from conifer (cone-bearing) trees with small needle-shaped leaves, while hardwoods come from trees with large flat leaves. Spruce or Douglas fir is a common softwood, while oak and maple are common hardwoods. It’s the shape of the leaf of the tree.

Aircraft plywood is a very versatile form of wood called a veneer. Thin layers of wood are cut from a round log, cut to an approximate size of 4-by-8 feet, and the grain lines are laid at 90 degrees to each other, thus giving superior strength in two directions; whereas solid wood will only give strength in one direction—lengthwise. Plywood will come in odd number of plies—3, 5, and 7 ply, each consisting of a veneer. Common thicknesses are 1/16 inch, 3/32 inch, 1/8 inch, 3/16 inch, 1/4 inch, 3/8 inch, etc. Aircraft plywood comes in 90-degree and 45-degree sheets. Figure 1, an old partial sheet of 3/32-inch mahogany 45-degree grain plywood that I have had since around 1959; it is a beautiful example of this great plywood. Common hardwoods that are used are mahogany, birch, and basswood. Some plywood may be pressed with two outer plies of mahogany or birch with a poplar or basswood core. I had a sheet of 1/412

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Figure 3

In Figure 3 above is a sketch of 3-ply and 5-ply plywood. When making a scarf joint on plywood each of the plies will appear equal in width if the scarf is done accurately. The technique used in making scarf joints to plywood is the same as making scarf joints to a composite laminate—the difference is the laminate has plies of reinforced fiber cloth that give the same appearance as a veneer grain line. In Figure 4, assume a line is drawn that slopes from the top ply to the lower ply and is 12 times the

Figure 1

thickness of the plywood sheet. That is the length of a scarf joint on a stressed plywood skin. Actually, making a scarf splice on a plywood skin is no great mystery—it just takes a little practice using the trusty disc sander. The taper of the splice will be 12 to 1, this for plywood 1/16 inch thick, the splice will be 3/4 inch in width. There may be times when plywood must be formed around a leading edge that will require soaking or steaming the wood to soften it. There are times when it will be necessary to soak just a portion of the wood where it bends at the point of the leading edge. I have made a soaker by fabricating some 3-inch diameter PVC pipe into a form to hold water. Rip-cut an opening along the length of a piece of 10-inch plastic pipe, glue end caps, and fill with hot water. Place the section of wood (up to 8 feet in length) into the slot and allow it to soak for about three hours. I made a jig to hold the plywood in the curve I wanted and allowed it to dry. When finished the plywood fit perfectly.

Figure 5

Figure 2

Above, in Figure 2 the rotary method used to cut the very thin veneers used to manufacture plywood. The log would be mahogany, birch, basswood, or poplar.

Figure 4

Figure 6 www.vintageaircraft.org

The Vintage Instructor STEVE KROG, VAA DIRECTOR AND CFI

Sometimes I just have to sit back and wonder if the FAA powers responsible for the safety of flight training have any idea what takes place in the real world. I’ve become convinced that they determine rules, regulations, and revisions to the flight-training curriculum simply by reading, but not analyzing, statistics and then creating curriculum revisions without “real world” thought. The sport and private pilot curriculums have recently been undergoing revision. Emphasis is now being placed on “scenario-based” flight situations. There is nothing wrong with simulated scenariobased flight instruction. However, as more time is being spent on this endeavor during flight training, less time is being spent learning and then performing the basics of safe flight. This past month I’ve had the pleasure of working with several new private pilots who wanted to get a tailwheel endorsement. Once they get beyond the fact that the J-3 Cub will fly with many fewer instruments than what they are used to, the next big challenge is learning to taxi the airplane performing S-turns and doing so with minimum power and not riding the brakes. Where did they learn to taxi at 2000 rpm and constantly stomp on the brakes? I explain to each that the Cub only needs brakes three times for any one flight under normal conditions: once for starting, a second time when doing the run-up, and the third time to stop the airplane in front of the hangar at the conclusion of the flight. If brakes are needed any other time, the student is behind the aircraft. This and other shortcomings have been confirmed 14

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by talking with designated pilot examiners (DPEs), as well as through recent personal experience. A 20-something student pilot, currently training at an area flight school, called me several days ago and asked if I would fly with him for an hour or so, to which I agreed. Prior to the flight we discussed the student’s concerns as well as the training that had been completed to date. From the description offered, it became apparent the student had done a lot of flying but little time had been devoted to learning the basics. The takeoff was normal, but as we were climbing out of the pattern I asked the student to place the nose of the aircraft on or above the horizon for a steady 90-mph climb. The student looked at me and stated he had never been taught attitude flying. We practiced attitude flying for a 2,000-foot climb and then leveled off. Next I asked the student to demonstrate some shallow, medium, and steep turns while maintaining a constant altitude. The student initially had difficulty maintaining altitude until I suggested looking out of the airplane and watching the nose in relation to the horizon. The student explained that the way he had been taught was to watch the instruments. Again, once the student began looking out of the airplane, the turns were good both in bank angle as well as altitude control. The student next asked if we could do some stalls as he had only done them twice in more than 40 hours of flying. Without the student observing my actions, I popped the stall warning horn and then requested a demonstration of a power-off stall. I

asked the student to tell me when the stall buffet could first be felt, followed by the full stall. There was a bit of student apprehension at first, but after two or three tries he had no difficulty recognizing the onset of the stall. Then we moved on to performing the full stall and recovery. The student commented that he had never really done that before because students had been required to recover when the stall warning sounded. This same student was especially fearful of doing stalls with bank left and right. He had only done one stall in this manner previously, and when the wing dropped, he didn’t know how to get the wings back to a level flight attitude. So, we went to work. After we practiced at least a dozen stalls left and right, I then had the student control the rudder pedals only, while I controlled the power, ailerons, and elevator. In this maneuver I twist and turn the controls into various stall configurations and have the student apply the necessary rudder inputs to keep the wings up and the gear down. We then walk the airplane down 500 to 1,000 feet before recovery and returning to straight-and-level cruise flight. This maneuver is a tremendous confidence-builder, proving to the student that the rudder remains effective throughout a stall, and there is little need to fear a spin entry! Basics seem to have been lacking in this person’s previous

STEVE CUKIERSKI

Where have all the basics gone?

www.vintageaircraft.org

flight training. When I inquired about a typical flight lesson, the student explained they did a lot of talking during the flight discussing “what if” situations. The student was quite good at performing such exercises as completing an emergency landing checklist but had never continued a simulated emergency landing below 500 feet. How does one know what the aircraft will or will not do or how the student pilot will react if the simulated emergency is never extended below 500 feet? (NOTE: Common sense, weather conditions, and surroundings need to enter into the equation when practicing this exercise.) Another example of scenariobased training without proper basic-skill training is the power-off approach to land. If one asks a pilot when the aircraft engine is most susceptible to a problem while in the pattern, the answer is most always when power is reduced near the completion of the downwind leg. When asked if he or she has ever practiced a power-off approach and landing, the response is usually that the pilot has talked about it but never practiced it. Until this maneuver has been practiced a few times, how does a pilot know what to really do in this situation? Talking about it won’t make the airplane reach the end of the runway and land. I firmly believe this is a must, so that the pilot not only learns the capabilities of the aircraft being flown but also learns or expands his or her own individual capabilities. Slow flight is another maneuver often overlooked. When I teach slow flight I go well beyond the minimum requirements. Once the student can comfortably and safely transition to and from slow flight, I have him or her demonstrate a 100-foot climb and a 100-foot descent in the slow-flight configuration. Then I’ll have the student make a shallow-bank 360-degree turn, both left and right, in the same configuration. If a student can do this while maintaining altitude and airspeed, he or she really understands the maneuver and will perform well beyond minimum requirements at checkride time! Scenario-based flight training is not all bad. In fact, I do include it, but not before the student has acquired a basic understanding of the aircraft flight 16

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Ask the AME JOHN PATTERSON, M.D., AME

Sleeping pills ET asks, “I have been having trouble sleeping and was prescribed a sleeping pill. Can I fly and take these medications?”

characteristics and can satisfactorily perform the necessary flight maneuvers such as medium and steep turns, slow flight, stalls of all types carried out through the break, and takeoffs and landings. Included in this block of training is attitude flying— flight in reference to the horizon. Before making the first solo flight, students are taught emergency rapid descents, engineloss emergency landings to within 100 feet of the ground, and engine loss at various points throughout the traffic pattern. At this point the student is capable of not only making a solo flight but also safely handling emergency situations should they occur during solo flight. I believe scenario-based flight training is best applied during the cross-country phase of flight. While conducting the dual cross-country flight, all sorts of “what if” situations can be presented to the student such as weather problems, rough engine, loss of oil pressure, and high oil temperature, in addition to getting lost. Statistics prove that lack of basic-flight training is at the root of many aircraft incidents and accidents. If more time would be spent in this area, I firmly believe the number of incidents would be significantly reduced.

Answer: The FAA is concerned about the use of sleep aids because of their obvious sedative effects, but also the underlying condition that requires a sleep aid and its relationship to flying safety. That being said, occasional or limited use of sleep aids are approved in certain situations. One of the more common situations is the use for commercial air travel where time change differentials can cause problems with normal circadian sleep rhythms. Daily or nightly use is not approved. Other reasons for sleep aid use such as anxiety or depression are also not approved. In primary sleep disorders or sleep apnea, the use of a sleep aid is also disqualifying. The underlying concern is the impairment of mental processes and reaction time. Still even when approved, a required wait time is required for flying. For Ambien (zolpidem) the minimum wait time is 24 hours. For Sonata (zaleplon) the normal wait time is only six hours. Amitriptyline is normally an antidepressant and is occasionally given as a sleep aid. This is one of the strictly prohibited medications due to its obvious sedative effects. If given for depression, this condition is also disqualifying without special issuance. Just recently the FAA has begun approval for some airmen on antidepressants, and I will address this in a future column. When a medication such as amitriptyline is used for another purpose than depression, approval or denial will be evaluated on a case by case basis

and would be deferred by the AME to the regional flight surgeon or Oklahoma City.

The underlying concern is the impairment of mental processes and reaction time. Many primary care physicians are not aware of the implications commonly prescribed meds have on an airman’s FAA medical approval. So as a reminder, check with your AME whenever prescribed a new medication and don’t wait until the day of the flight physical so there are no surprises and disappointments.

www.vintageaircraft.org

Good Old Days

P A R C S K O O B

From pages of what was . . . Take a quick look through history by enjoying images pulled from publications past.

Western Flying, August 1946

Western Flying, August 1946 AeroDigest, December 1940

AeroDigest, December 1940 18

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www.vintageaircraft.org

s d A d e fi i s s a l

What would you have found . . .

October 1931

Sportsman Pilot, May 1935 20

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Sportsman Pilot, November 1938

AeroDigest, October 1946

AeroDigest, October 1936 www.vintageaircraft.org

Comparing the

by passing along the phone number and address of the International Cessna 120/140 Club. Its members are the people with all the answers. International Cessna 120/140 Club, President Kenneth Spivey, P.O. Box 830092, Richardson, TX 75083-0092 The littlest Cessnas are not easy to tell apart, and for most of us, it was a proud day when we finally understood the subtle differences between the three basic models of two-place classic Cessnas, the 120, 140, and 140A. First of all, the 120 and 140 were initially produced concurrently. It’s unclear, however, whether the 120 was to be an economy model of the 140 or the 140 was to be the luxury version of the 120. However significant the marketing department thought the differences were, in 1946 the gap was narrowed to zero, since most considered the airplanes to be nearly interchangeable. The 140A, however, signaled a relatively major design improvement.

I 22

MAY/JUNE 2014

Because the airplane is so common and reasonably priced, it begs for customization making for non-standard configurtions.bor intimately, but they aren’t as tight as something like Taylorcraft

The 120 and 140  JIM KOEPNICK

Classics

The Cessna 102/140 n 1946, when factories were cranking out little airplanes like elves making cookies, Cessna didn’t want to be left behind. Cessna had done its own marketing studies, and it too was convinced a world awash in ex-military pilots and GIs waving their GI Bill checks would want airplanes. Lots of airplanes.

MIKE STEINEKE

All Cessna 120s and 140s originally had fabric wings, two steel struts, and a completely aluminum

COURTESY BUDD DAVISSON

The 120/140 series are simplicity at the simplest.

The lack of quarter windows identifies this airplane as a 120 and the polished skin and rare aluminum wheel pants identify the owner as somone not afraid of elbow grease.

Budd Davisson The company couldn’t know how wrong it was. Cessna, however, didn’t have a design ready to go. Where most other manufacturers had been cranking out two-place training/ recreational aircraft before the war, Cessna personnel had to start from scratch. Although it isn’t known how much, or if, they studied the

Luscombe, there are too many configuration similarities to think otherwise. It would have to be assumed they at least took note of that prewar airplane’s size, construction, and success and took off from there.

120/140 Model Differences  Let’s start the conversation about Cessna 120s/140s off right www.vintageaircraft.org

LEE ANN ABRAMS PHOTOS

There’s lots of room behind the C-85 (or C-90) to work on it.

structure. A few have had the fabric replaced with metal in the more than half-century since their birth. In fact, a few of the airplanes were even converted to tricycle gear. Don’t ask why; we don’t understand, either. Both airplanes had the 85hp Continental, although the 140 had an electrical system as standard equipment. These days it’s seldom a 120 is seen without an electrical system. However, it’s a fact that a straight, clean 120, sans electrical system, will outfly the rest. In little airplanes, weight is everything. The visual differences between the two models include items that only the 140 has: the rear quarter windows and long, skinny flaps. We’ll discuss the flaps later, but they shouldn’t be the deciding factor between buying one model or the other. Then, as if things aren’t confusing enough, a lot of 120s have magically sprouted the quarter windows of the 140. The 140s received an updated instrument panel in 1948, which eliminated the old-fashioned-looking central cluster of instruments. A new floating panel spread the instruments across the cockpit. Radios are usually mounted left of the pilot’s control yoke. 24

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There’s lots of room behind the C-85 (or C-90) to work on it.

Cessna 140A The “A” model was introduced in 1949, presumably in an attempt to jump-start flagging sales. An estimated 525 were built, including a small number of Patroller versions with Plexiglas doors, 42-gallon tanks (!), and a message tube through the floor. The fuselage remained the same as the earlier 140, but the wings were completely redesigned for the 140A. The blunt, rounded planform disappeared to be replaced by an even more modern-looking semitapered shape. W hen Fowler f laps were later added, these were the wings that would be used on the still-to-come 150s. The C-85 was replaced with a C-90 in the 140A. 140A wings are stressed-skin aluminum, which eliminates the need for the second strut. This is why “A” models have a single, aluminum strut. The ailerons run the entire length of the tapered section, and the tips are squared off. The flaps were shortened but are several inches wider than straight 140 flaps and seem to be a little more effective. “A” model landing gear legs are swept forward to place the wheels further ahead of the CG than on

the earlier airplanes. This construction was done to protect the airplane from pilots transitioning out of other two-place airplanes who had never flown with toe-brakes. This is why it’s common to see 120s/140s with steel extensions bolted to the gear legs, which moved the wheels ahead about 4 inches. Many consider this to be overkill, as the brakes have to be hit fairly hard to make the tail come up. It’s a training problem more than a hardware design flaw.

Mechanical Description  If you want to know how a 1 2 0 / 1 4 0 i s b u i l t , l o o k at a C-150/152. Structurally, with the exception of the welded steel struts of the 120s/140s and the fabric-covered wings, they are almost identical. The spring-steel landing gear of the 120/140 was the first largescale application of Steve Wittman’s patent, and it obviously worked. There have been a few incidents of gears cracking through the rivet holes (many are now bolted) that hold the steel steps in position, but a simple Zyglo test will show if there are problems there. Other than corrosion problems typical of all old aluminum air-

planes (along the rear spars or anywhere that can trap gravity-driven condensation), the airplanes have been relatively free of mechanical maladies. The most common problems include cracked elevator hinges and an occasional cracked rear fuselage bulkhead. The brakes are one area of concern. The originals were Goodyears with floating disks held in alignment with spring clips. They used small, round brake pucks, which have gotten terribly expensive, and many owners machine-down automotive pucks to fit. (Shhh, the feds don’t like to hear that.) A much bigger worry is the possibility of a brake locking—if a retaining clip is lost and the disk cocks over and gets jammed. Converting to McCauley or Cleveland brakes is the usual fix. Incidentally, because of the outside storage and general age of the airplanes, their wiring bundles are sometimes frayed and brittle. Check all wiring carefully. A note about the airplane’s mechanical character: This is an airplane that responds beautifully to TLC and elbow grease. Everything about it is easy to take apart for cleaning and painting.

Flying Characteristics  Each classic airplane has its own flying personality, and so does the 120/140. It’s important to remember it’s a postwar design. Most of its contemporaries were originally designed before the war to perform on the A-50 or A-65, so they are smaller and lighter. The C-120/140 is a bigger airplane and is a little heavier feeling and flying than something such as a Luscombe or a Taylorcraft. It doesn’t feel quite as much like a maple seed in the wind, as do some of the others. Make no mistake, however; it is still a very light airplane. Depending on the model, the plane will weigh in empty at 950

Dawn Patrol, Prescott, Arizona style.

to 1,000 pounds and gross at 1,425 pounds (525 pounds useful). The first thing you’ll notice on boarding a 120/140 is that getting in isn’t much of a hassle. Although some purists decry the use of control wheels rather than sticks, having the floor free of obstacles does ease entry. Once in, the next thing you notice is that seeing over the nose is possible with only a slight stretch. With a cushion behind or under him, the average-height pilot can see the centerline without stretching. The cockpit is slightly narrower than the latest C-152 but about the same as its contemporaries. This makes it fine for the FAA-standard 170-pound pair but gets crowded rapidly as crew dimensions increase.   Unless converted to key start, the airplane has a separate pull-tostart handle, which to a pilot used to modern Spam cans, seems unusual. Once the engine is running,

the straight exhausts are evident even at idle. On takeoff they really bark. It’s hard to believe we all used to fly these without headsets, as a matter of course. No wonder we’re all half-deaf. If the tail wheel is in even remotely good shape, the airplane will taxi nearly as effortlessly as a nosewheel airplane, needing an occasional tap on the brakes to make sharp corners. The excellent visibility makes it that much easier. Takeoff performance is directly related to the amount of weight on board. As with all lightly wingloaded, low-powered airplanes, the two-place Cessnas are different airplanes, solo or dual. In no case, however, do they float off the ground like a Cub or Luscombe. Actually, they take off remarkably like a Cessna 152, although without as much ground roll. When the tail is raised during takeoff, the spring gear is immediwww.vintageaircraft.org

overall performance is in the ballpark with the C-152. T he climb and cruise performance of 120s/140s varies drastically. The primary factors are propeller installed and weight, with rigging coming close behind. 100 to 115 mph is the normal range. With a climb prop, which is good for at least 100 to 150 fpm extra climb, expect to be at the bottom of the speed A nicely done 120/140 is considered by many range. The cleaner to be the definition of the word “Classic.” air pl anes w ith a ately noticeable because it doesn’t cruise prop will easily touch the top have the solid feel of a bungee gear end, 115 mph. Weight also changes and “wallows” just a little. Here cruise drastically. It’s not unusual it feels almost exactly like a Cita- for an airplane to give up 10 mph to bria and for the same reason. If the carry an extra person and full fuel. wind is on the nose, the airplane In cruise, the airplanes are among will track almost perfectly straight. the most comfortable and stable of It will, however, try to gently turn the classic breed. Visibility is excelinto a crosswind. A little rudder lent, although with your eyes just pressure takes care of that. barely below the wings, it’s a good If the crosswind is a real howler, idea to raise the inboard wing to the pilot will have to work to keep clear before turning. Once the airthe wing down because the ailerons plane is “on the step” and trimmed, don’t get effective until there is a it will fly a straight line until running fair amount of wind going across out of fuel, although it will ride the them. Somewhere around 25 to 30 tiniest thermals. Of the airplanes mph, they start coming alive. of its type, it is one of the more staThe handbooks say a Cessna 140 ble cruisers, primarily because it is will climb at 700 fpm at sea level heavier. It also has some of the best and gross weight. There are probably over-the-nose visibility in cruise. A some that will do that, but most are headset, however, is mandatory for closer to 500 to 600 fpm in that situ- comfort and hearing protection. ation. As density altitude increases, When landing, thermals aside, expect climb to go down accordingly. the airplane will hold approach Most pilots use fuel load as the vari- speed reasonably well if trimmed to able factor. With 22 gallons usable it. If the pilot tries to hold speed by and a fuel burn of only 5 gallons per hand rather than trimming, howhour, leaving 60 pounds of fuel on ever, the airplane will seem to want the ground, it still gives a two-hour- to pick up speed. At 60 to 65 mph plus endurance and affects climb on final, the airplane gives the piperformance noticeably. Here again, lot all day to set up the approach. 26

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Also, compared to something such as a Cub, it is a lousy slipping machine. In fact, if you don’t get the speed down to around 65, a slip has almost no effect. Most 140 pilots don’t bother with flaps on landing because they have only a marginal effect. They do increase drag slightly and kill just a little float. 140A flaps seem more effective and worth using. A three-point landing is almost a nonevent, as long as the airplane touches down straight with no drift. Even if put on crosswise, however, the airplane just jumps and jiggles and has little tendency to swerve quickly. This is one of the strong points of the spring gear. It is very forgiving of misalignment on touchdown. Even if the airplane does decide to head for the bushes, the rudder is quite effective, and a quick punch is generally all that’s needed to set it straight. It is only marginally more demanding than a Cub and about the same as a lightly loaded Citabria. Wheel landings take a little getting used to because the airplane seems so close to the ground. If the pilot just tries his best to hold the airplane barely off the ground, letting it find the runway itself with no help from the pilot, it will roll on smoothly. If the pilot tries to “help” it find the ground with a gentle push, a bounce is in the offing. Fighting the urge to push is the most important ingredient of a wheel landing with spring gear. The Cessna 120/140 series always has brought a premium price in the two-place classic pack for a reason. The airplane’s near-modern utility combines with a structure that can weather the elements in outside storage better than most to make it very attractive. This is an airplane with a foot in both camps; classic and contemporary and combines the best of both.

50,000 and Growing Strong! Ford and EAA have developed a great relationship over the past decade and we are very happy to help support EAA and its members in a variety of ways. Dana T. EAA #611228

Craig W. EAA #165239

Walt V. EAA #1129299

Jason D. EAA #756508

Keith C. EAA #1030084

Skip L. EAA #303877

One of these is the Ford Partner Recognition Program – a special savings opportunity developed exclusively for EAA members. It allows members to purchase or lease eligible Ford and Lincoln vehicles at special EAA member pricing. Vehicle prices are predetermined before you even arrive at the dealership for a seamless experience. Nearly 50,000 EAA members have purchased Ford Motor Company products during our time as partners and the numbers keep growing. You and members of your household are eligible for these special savings. Whichever vehicle you choose, this is your best opportunity to buy a Ford or Lincoln at a special price, pre-negotiated, just for you. To learn more about this exclusive opportunity, visit us at www.eaa.org/ford.

Chuck A. EAA #1038596

Allan C. EAA #LT763995

Debbie P. EAA #677793

Tony G. EAA #681298

Mike and Brenda U. EAA #116285

Darwin B. EAA #689466

hand-built Airplane Requires the Use of

Hand Tools!

Tim Bick ford

rimming with enthusiasm about restoring and flying his Travel Air, Tim Bickford described his flight from his home in Liming ton, Maine, to Oshkosh, Wisconsin. “It burned 11.4 gph coming out here, and I have 60 gallons on board, so it can fly longer than I can fly,” he shares, laughing and adding, “I flew a couple of 4.5-hour legs, and with 25 knots on the nose, I ended up having a 62 mph groundspeed for a while. I just finished it and got it airworthy in August 2012. It’s great to be here!”

Caretakers, Current and Past

Tim Bickford’s handsome Travel Air Sparky Barnes Sargent MIKE KELLY

JULY / AUGUST 2014

Bickford purchased the basket case project from Bob McDaniels’ widow of Naperville, Illinois, in June 1993. Twenty-seven-yearold Bickford then began his 19year journey of fostering hopes and dreams about the old, forlorn Travel Air until they matured into flying fruition. Bickford grew up with aviation; his family had a small FBO in Maine, and he started flying during his senior year in high school. His flight from Maine to Oshkosh was N6005’s first cross-

MIKE KELLY

country since at least 1953, when it worked as a duster. “When I first brought the truckload of Travel Air parts back to Maine, I was greeted with worried and skeptical looks from friends and family, especially my good friend and financial backer, Les Haney,” says Tim, smiling. “The project sat in the corner for the first three years while I did research on it. I didn’t want to copy existing Travel Air examples; I was seeking originality, and I did every single thing myself. There were periods when it sat in the back of the hangar for years at a time, but I worked on it pretty steady for the last three years, once I had it ready for fabric.” N6005 started life as a Travel Air 2000, manufactured under ATC No. 30. “A previous owner, Bob McDaniels, was president of the OX-5 club for a while, and I think he was going to restore it to the way it left the factory, with a Curtiss OX-5 90hp engine. Today it has a 225-hp Lycoming, which is a great power match for the airplane, and it has an economical fuel burn. It has no electric, no shielding on the ignition, and no radio—life is good!” says Tim, smiling. “One concession to the era was adding a small battery to power an electric booster coil

for use with the hand crank inertial starter or hand propping. When I’m alone, I start it on the booster only, with the mags and fuel off. The engine starts easily and won’t accelerate because the booster fires after top dead center. I have plenty of time to climb into the cockpit to turn the mags and fuel on before the carburetor runs dry.” N6005 spent most of its life in the Midwestern and Southwestern parts of the country. McDaniels bought the Travel Air in 1965 from D.C. Rhinehart of Farmington, New Mexico. William K. Daunt and C.J. Snodgrass of Alamogordo, New Mexico, purchased it in 1959. Roy McArdle of Harlingen, Texas, bought it in 1957 from Mid-Valley Dusters of Pharr, Texas. The duster company put a Lycoming on it after it bought it in 1948 from Hazel Kahler Sawyer. Owner William Kahler (of Edcouch, Texas) had the 90-hp OX-5 removed and a 220-hp Wright J-5 installed in the spring of 1942, and the Travel Air’s gross weight increased to 2,695 pounds. That was done in accordance with ATC No. 32, for the Travel Air 4000. Kahler purchased it in 1940 from Earl Tolson of Clinton, Iowa. Back in 1938, Tolson was partners in the Travel www.vintageaircraft.org

COURTESY TIM BICKFORD PHOTOS

Air with Harvey Ketelsen; they purchased N6005 in 1930 from Floyd Adams of Erie, Illinois. Adams bought it from Earl Watson of Morrison, Illinois, in 1929. The very first bill of sale was to Watson, and was signed by Olive Mellon

and Walter H. Beech of Travel Air Manufacturing Company on May 18, 1928. The aircraft records show a manufacturing date of May 21, 1928, for serial number 534.

Restoration

Bickford’s intermittent, yet patient, diligence throughout nearly two decades of restoration paid off in many satisfying ways—not the least of which was receiving the Golden Age Champion–Bronze Lindy award during AirVenture

2013. His restoration research included obtaining copies of the Travel Air Manufacturing Company ’s drawings from the New York Certification Office in Valley Stream, New York. He also kept a copy of FAA Advisory Circular 43.13-1B/2B for handy reference, along with the Civil Aeronautics Manual 18 and Air Commerce Regulations–Information Bulletin No. 7A. A ca bine tmaker and wo o dworker by trade, Bickford thoroughly enjoyed building up new spars and ribs for the Travel Air. “ The wings were complete, but when I removed the old fabric to inspect the wood, everything was just covered with spray dust inside. So every single piece of wood is all new at this point,” recalls Tim, adding, “the most helpful thing was having all the certification drawings to go by. It’s a really interesting spar; it’s a hollow box spar that’s glued up out of two pieces. There’s a special shape for the inside, so I had to have custom knives ground to route out that shape. I also replaced the wood in the vertical fin and ailerons, and put two coats of varnish on all the wood. It was a long process, but working with the wood was fun for me.”

Shaping Sheet Metal

The sheet metal presented quite a learning curve for Bickford. Instead of letting that deter him, he became intrigued by learning more about the process. His quest for knowledge included collecting old tools such as a bead roller, crimper, and slapper and experimenting with them on practice pieces. With a boyish grin, Bickford proclaims, “A hand-built airplane requires the use of hand tools! I’m just a selftaught tinkerer, and I love working with my hands. I learned the techniques of hammer-forming

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1928 OX-5 powered Travel Air 2000 S/N 534 Manufacturer’s Specifications Overall length

23 feet 6 inches

Overall span

33 feet

Upper chord

66 inches

Lower chord

56 inches

Weight empty

1,347 pounds

Useful load

833 pounds

Gross weight

2,180 pounds

Max speed

100 mph

Cruise

85 mph

Landing speed

40 mph

Climb

550

Ceiling

10,000 feet

Gas capacity

60 gallons

Oil capacity

6 gallons

(Derived from aircraft records and Juptner’s U.S. Civil Aircraft) Note: N6005 is registered today as a Travel Air 4000 (ATC No. 32), and with its Lycoming R-680-B4E and Hamilton Standard H5131 propeller, its empty weight has increased to 1,765 pounds, its useful load to 925 pounds, and the gross weight to 2,690 pounds. The flying speeds are the same as the Travel Air 2000, but now N6005 can take off in only 300 feet and has an 800 fpm climb. aluminum by trial and error. I just keep listening to every knowledgeable person out there, and I go to a lot of EAA conventions. I even went down to Arkansas and saw Jim Younkin, who is a phenomenal sheet metal guy. I just showed up one day, and he took me in his hangar shop and showed me all the processes—that was great!” Bickford did all the shrinking and stretching of the compound curves by hand, with a hammer and dolly. Then he smoothed them on a homemade English wheel, gradually coaxing the graceful, flowing lines of the Travel Air to resplendent life. The door for the front cockpit has an elegant curve along its top edge, which presented a bit of a challenge. Bickford hand-formed

the door from two pieces of metal, rolling the front skin around to the inside. “The door swoops down, and the amount of drop is less than 2 inches—but the amount of work required to do that was just phenomenal.” he says. “The door was one of the hard pieces.” The biggest challenge he faced was forming the propeller spinner, but the satisfaction he derived from attaining his goal was quite fulfilling. “Travel Air made the spinner with a fine point at the tip, and with a ground-adjustable propeller there isn’t a lot of space there. The spinner is really close to the collector ring in this airplane, and I was able to find a blank spinner that had a shape really close to what I was looking for. I learned how to spin metal and spun www.vintageaircraft.org

MIKE KELLY

SPARKY BARNES SARGENT

MIKE KELLY

the front and rear backing plates, and the piece that clamps onto the hub, by using a wooden block and a lathe. Sometimes, I just completely lost track of time,” he recalls with a pleasant smile, “and one night, I worked all the way until 8 o’clock in the morning, when I heard a knock on the door. I had spent the entire night fitting that spinner. It was my only all-night event, and it was so satisfying. I was just completely absorbed, and it was gratifying to see it done. I had to see the shape carry through, and I wouldn’t have been able to sleep until I knew it was done. The previous 17 hours had just disappeared!” The R-680 Lycoming was overhauled with the help of Bickford’s good friend and IA, Donnie Maines. The engine was overhauled to factory-new limits and tolerances, 34

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and the internal rotating components were balanced. The cylinders are surplus standard, and a vintage Kuhn oil filter was installed. “The new coils and points for the Scintilla mag are fresh out of the cans,” says Bickford. “Like so many parts, they were scrounged from the dusty back shelves of old-time collectors and restorers.”

Brakes

When the Travel Air flew away from the factory in Wichita, it had a tail skid and no brakes. Through the years, Bendix drum brakes were installed and the skid was replaced with a wheel. Bickford wanted the freedom to operate the Travel Air on hard-surfaced runways, and at first, he retained the old drum brakes. “I kept having locking issues at slow speeds

during taxi tests,” he explains. “It was fine at high speeds, but when it would slow down, it would lock up. Coming right out of restoration, I didn’t want to end up upside down on the grass during the first or second landing. I knew I had to do something different, so I installed the Springer Aerospace Redline brakes on the main wheels and a Scott 3200 tail wheel. The Redline brake assemblies were custom-made for the Travel Air, and I got a one-time field approval to use them on this airplane.” Bickford invested some time adapting the brake assemblies in order to make everything fit just right. He wanted to make them look like the old drum brakes as much as possible, which turned into “repeat performances” when it came to the backing plate for the wheel. “The

first one I made covered everything, but it was just a little too big, so I went back to what the drum cover design, and spun another plate from a blank. Then I cut a clearance area for the caliper to protrude by using a router and pattern bit, following a template that I made in the shape of the brake. I don’t have a CNC machine,” shares Bickford. “Everything on this airplane is done by hand. I use punches for easy holes, but I use a router bit to cut a lot of odd-shaped holes in aluminum. That way, the holes are burr free and really clean, and it’s a safe way to do it.” The crowning authentic touches for the wheels are original hub caps, which Bickford stumbled upon at the annual fly market at Hampton Airfield. A vendor was using a Travel Air hub cap as a paper weight, and Bickford recognized it

and bought the pair. “The hub caps are one of the very few castings on the Travel Air, and there they were, right in front of me!” he says. “I was glad to find them, and I’m also super happy that I installed the Redline brakes because they operate so consistently and smoothly.”

Panels and Cockpits

Once again, Bickford applied his woodworking skills to the instrument panels. He used aircraft plywood and used epoxy adhesive to affix a very thin layer of teak veneer on the face of the panels. The process turned into yet another “repeat performance”; he made several panels before he was satisfied with the end result. The original 4-inch Jones tachometer and Pioneer airspeed indicator were reinstalled, as well as other instruments in keep-

ing with the late 1920s. Bickford used a local sail maker’s sewing machine and stitched the handsome leather coaming that encircles the cockpits. The windscreens presented a bit of challenge. Bickford explains, “I went by what I saw in old photos to get the shape correct. The metal frames are formed and then rolled around on the back side. It’s really hard to get that roll just right; you have to keep stretching the metal here, and then shrinking it in another area. And you know what? The windscreens work! They really protect you from the wind, so there’s a reason they’re shaped with that specific angle.”

Airframe

The trailing edges of the Travel Air’s wings are intentionally slightly scalloped between each rib. Bickwww.vintageaircraft.org

SPARKY BARNES SARGENT PHOTOS

MIKE KELLY PHOTOS

tional coats of butyrate dope—all of which are nontautening—so I just mimicked the aging process along by pre-forming the trailing edge ever so slightly into that classic, slightly scalloped shape.” The fuselage structure from the pilot’s cockpit aft is all new. Bickford gas-welded new 4130 tubing, and then applied two coats of epoxy zinc chromate primer to the framework, followed by a urethane top coat. He also replaced all —Joseph Juptner, Volume 1, U.S. Civil Aircraft the brace wires aft of the ford describes how this effect was bulkhead near the pilot’s seat. Elaboachieved, saying, “The thin tub- rating on the process, Bickford says, ing used by the factory on the early “This Travel Air has a wire-braced fuairplanes would deform from the selage; it has bottom and top longeshrinking nitrate dope over time. It’s rons and vertical tubing, but there’s such a classic look, and I wanted to no diagonal tubing. They used turnreplicate that. This airplane only has buckles and music wire, similar to the four coats of nitrate and eight addi- way a Jenny was built. Music wire is

Did You Know? “Of the first few ‘Travel Airs’ built, three were participants in the 1925 Ford Air Tour, which was the first of these grueling reliability tours and they did very well; all coming up with near-perfect scores. Then in 1927-28 the orders for ‘Travel Airs’ poured in like an avalanche! The popularity of the OX-5 powered ‘Travel Air’ held up admirably and never waned; they were continuously built into early 1930.”

JULY / AUGUST 2014

readily available, so that’s what I used, and the gauge of wire was on the certification drawings. I couldn’t find the ferrules [cable guides], so I made those by spinning them on a lathe and pressing them flat.” Bickford rigged the airplane using the factory’s rigging procedure and was pleased with the results—he hasn’t had to twist one turnbuckle or make any adjustments. The wings’ landing and flying wires are doubled, according to Bickford, who elaborates, “In order to equalize the tension in the pairs of flying wires, I had to interchange the terminals a few times to find a combination that shared the load. You’d be amazed at the difference a half turn can make! Trial and error finally provided a combination that works well. As for the flight controls, the ailerons and elevators are actuated by pushpull rods—and I went by old photos to make and install those, and the rudder is cable operated.”

Fabric and Finish

Bickford assembled the completed airframe to check for proper fit and

alignment, and then disassembled it for the fabric-covering phase. He used Ceconite C-102 fabric and Randolph dope. He used a patch of original paint from the biplane to obtain as close a match as possible to the original Berry Brothers’ Travel Air Blue. “Ceconite is easy to work with, and I figure I’m young enough that I want the fabric to outlast me,” he laughs, adding, “The wings have four coats of nitrate followed by four coats of SprayFill butyrate, and finally four coats of silver butyrate finish. I finished the fuselage metal with a coat of urethane over the epoxy zinc chromate, to make it easier to clean and to help it hold up better with all the prop buffeting.” The fabric finishing tapes just aft of the pilot’s cockpit reflect detailed handiwork; they are neatly scalloped and pinked. Bickford accomplished this by using a 1920svintage Singer rotary pinking tool. Elaborating on the process, Bickford says, “The tool has a little wheel with a manual crank. I rough cut the shape I want, and then just put a pencil line on it. It helps to have two people to hold the fabric taut, and then you just feed it through as you turn the crank. I made all the fabric patches with it. And since you can’t buy 2.5-inch finishing tapes, I made my own pinked tapes for the wing ribs by cutting 1/2 inch off the 3-inch tapes, which are readily available.” The finish on the Travel Air has

a silky luster, as opposed to a high gloss. To achieve that satiny sheen, he wet sanded the urethane finish on the fuselage with 1500-grit sandpaper, and finished it with 2000 grit. He replicated the Travel Air logo by enlarging old photos on a computer, and then hand painted the logo (using Ranthane) on the vertical fin.

Finished and Flying

Restoring N6005 was an intensive hands-on process for Bickford. Along the way, the Travel Air brought him a few gifts—of not only how a Travel Air should be, but also how he should be. One life lesson he learned was the value of patience. “I think I have the patience of an 80-year-old now; I never look at a hard-and-fast timeline anymore. If I’ve been working on something for three weeks and

it’s still not quite right, I give myself the freedom to just go ahead and change it,” adds Bickford, smiling. “I’ve learned not to agonize over the time I’ve spent on it, and I just move on instead. Also, I did everything on this project, but I did have a lot of help from certain friends with specific talents. I gained knowledge from whomever I could along the way, and I learned that people are usually happy to share what they know.” For Bickford, the building process was as much fun as the flying is now. “It’s just a happy old biplane, and it’s so stable and predictable. Flying here from Maine at about 800 feet AGL was just a pure joy,” he says, smiling. “It was the flight that mattered—not my airspeed or even the headwind—and I noticed more things than I ever have before.” www.vintageaircraft.org

t was February, not a great time to be traipsing around on a farm outside of Fairmount, Nor th Dakota . Plus, Rich Harris, of West Nyack, New York, couldn’t have been further out of his usual comfort zone if he had tried. But, as with all treasure hunters, the obsession to find gold far outweighed his common sense. “It was an old farm. A really old one, and over the phone George Bickerdike’s voice cracked with age,” Rich says. “He was 87 at the time, but as we shoveled nearly 6 feet of snow that had drifted up against the barn door out of the way, he helped where he could. As we shoveled, I looked around the farm: I didn’t expect to find much.

Nothing need be said: the perfect image of a father and son having a great time.

It’s amazing what hides in barns! by Budd Davisson

Survivor 140 38

JULY / AUGUST 2014

MIKE KELLY

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MIKE KELLY PHOTOS

“Scott Made for Cessna” proclaims the original sticker on the original tailwheel. Not many have survived with the sticker intact and none of the replacement units have them. When the original fabric was replaced in the early ‘70’s the FAA requested the numbers be put on the fuselage. When Rich redid the wings, he put the numbers back on the wings and took them off the fuselage. It is now as it came out of the factory in ‘47.

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looked like it had been there since the day it left the factory. I began slowly circling the airplane. “At the time I owned a C-140A and was trying to make it as original as day one, so I was more than familiar with the problems of finding the correct hardware and

matching the factory colors. The airplane in front of me, a 1947 C-140 was already what I was trying to accomplish with the 140A: it was exactly as it was the day it had been delivered. It took me about 60 seconds to quickly scan the airframe and the interior. At

since 1988, continued to sit where it had sat for years until spring arrived. Then his father went up to get it ready to fly. “Because the airplane had been sitting so long, Dad had to do an extended inspection. The fabric was flyable . . . barely . . . but the

MIKE KELLY PHOTOS

The original windshield has survived since 1947 and is of the flat-wrap shape, rather than the slightly curved configuration, which most aftermarket windshields feature.

This is the way a completely original tailwheel/rudder chain set up should look. Nothing has been changed.

$14,000. Rich readily admits he was ready to go to $18,000 (this was 1995), but out of habit countered with $13,000. They settled on $13,500. An average price for a 140 at the time. But, then he had to figure out how to get it home. His reason for looking at the airplane in the first place was to get an airplane for his father, Jim Harris, a longtime pilot/instructor. So, the airplane, which had not flown

MIKE KELLY PHOTOS

The Trade-A-Plane ad had simply said, ‘1947 Cessna 140, 1100 hours’ and a phone number. Not very exciting, but the ‘1100 hours’ got my attention. We opened the door just enough to squeeze inside where a thermometer nailed to one wall said it was 0 degrees. However, I’ll have to admit that I barely noticed the temperature because I could feel myself getting excited. “As the door creaked open, I thought of the opening scene in Rocketeer and of Howard Carter as he peeked through a hole into Tutankhamen’s tomb. Long-dead secrets were about to be revealed. There were no windows, and even with the door cracked, it was dark inside. The barn had a dirt floor, and everything in it was heavily layered in dust. It had that curious smell that can be found only in abandoned barns. It’s a combination of cows, dust, rust, and long-dead machinery. It obviously had been decades since any of the farm equipment surrounding us had moved. The airplane, as revealed by shafts of light and shadows, fit right in: It

MIKE KELLY

that point, I knew that I had found a nearly perfectly preserved time capsule from 1947, and that one way or another, George and I were going to strike a deal. I wasn’t going to let this one get away from me. And it didn’t.” Clad in bib coveralls and a parka, George Bickerdike, obviously emotional over having to sell the airplane he had owned and f lown since 1948, reluctantly set a price,

Notice how straight all the reflections are? Nothing else need be said.

It appears the housing for the light is spotwelded to the skin before the skins are riveted together.

The phenolic trim wheel needed a little cleaning. An indication that the airplane has been flown, and not totally pampered, is the minor wear on the flap handle. www.vintageaircraft.org

Makes you crazy to see a 140 look this good with no restoration done to it other than cleaning. He does say that he had to buff some of the plastic components, like the throttle knob, because they had lost their sheen.

Absolutely untouched, unmarred details are to be found throughout the cockpit. Because the airplane spent almost all of its life in a barn, the usually sun-faded and crazed trim panels are factory fresh.

The airplane came out of the factory without wheel pants, but Rich Harris found a set of originals and their mount plates.

Details such as the control yoke logo are usually defaced in use, so it is seldom an original is found intact. 42

JULY / AUGUST 2014

Right: None of the instruments have been rebuilt or refinished, so the colors and lettering are totally correct. Rich will admit to polishing the bezels, which are usually silver anodized.

MIKE KELLY PHOTOS

This is how a C-140 look, when delivered from the factory. The paint on a few trim pieces was flaking off, so it was spectrographically analyzed for a perfect color match and repainted. All upholstery is original.

The original GE AS-1-B radio still occupies its correct place in the lower left panel. It probably still functions, but there is no one on its frequencies to talk to. A Garmin SL40 Com and GTX-320A Transponder are mounted out of sight in the glove box. The original hand mike is still mounted on the left doorpost, as delivered. Rich uses modern headsets plugged in under the panel for communication. The original owner never went anywhere that needed radios.

The original cowl is unique to the ’47 and, although it appears perfect to most of us, it has an artfully done patch from back in the day, so, Rich is looking for a flawless replacement.

engine was in decent shape. It had been topped in 1967 . . . for $167 . . . and still had good compression. Once he and a local A&P went over every inch of it, he gassed it up, ran it for a little while, then headed for his home in Carthage, Missouri. He cleaned the airplane and flew it about once a month until he died in 1997. My wife and I purchased NC2350N from my father’s estate with plans to pass it on to our flying sons as a family heirloom. “Incidentally,” Rich says, “the ferry flight up to New York from Missouri, when I brought it up to my place, was one of the worse I ever made. Even worse, on the first leg of the trip, I landed in the rain at the airport in Fredericktown, Missouri, and an old mechanic that was driving a ’46 Mercury heard the noises the engine was making. He said I was in need of an overhaul. Great! “At the time, I figured it had run on the original cylinders, mags, crank, and cam since 1947, so it had given more than its share of good

The Continental C-90 is original to the airframe and it was overhauled shortly after Rich bought it from his late father’s estate and brought it to New York.

When Rich’s son, Brad, brought it to Air Venture for the first time, he came home with a Bronze Lindy.

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Rich Harris and his son Ryan, who brought the airplane to AV 13.

COURTESY RICH HARRIS

Former owner George Bickerdike in North Dakota.

Having the old numbers on the wings looks natural, doesn’t it?

MIKE KELLY

JULY / AUGUST 2014

Son Brad Harris, now in USAF flight training, brought their airplane to AV12, while still a student. It took home a Bronze Lindy that year and Brad said, “This is for Grandpa Jim.”

service. Deteriorating weather on virtually every leg after that made each arrival a survival situation, and I finally had to leave the airplane in Pennsylvania and get to work. It took three weeks to get it home.” When Rich got the airplane home, where he had restored several 140s, he started to get serious about making the aircraft all it could be. But, that didn’t mean going the usual restoration route that was aimed at creating the perfect airplane. “It was an amazing airplane, and I was very conscious of how unique it was. We even had every piece of paperwork the factory had produced. This included things like the packing slip and notes from the test pilot who first flew it.” He says, “My philosophy and goal is to keep the airplane as original as when I found it, repairing or replacing things only when they are completely worn out or are terribly unsightly. An example of that was that some of the interior paint was flaking off. So, I had it spectrographically analyzed to exactly match the color and repainted those few parts. The way it was done, you can’t tell what has and hasn’t been painted. Also, I found another set of seats

RCH AD VAA ME

COURTESY RICH HARRIS

Engine out and wings removed for repairs.

and had them upholstered to match the originals. I keep the originals, which, by the way, smell faintly of cows, in plastic bags and bring them out only for fly-ins. We fly the airplane quite a bit and don’t want to wear out the original upholstery. “The rest of the interior is almost wholly original including the instruments, which have never been rebuilt, so the brown color is original and are good guides for others doing restorations. I will admit, however, to adding a little sizzle to the cockpit, when I polished the instrument bezels. They should be silver anodized, which I may do someday. Maybe. But the clock and cigarette lighter both still work, as does everything else.” According to Rich, he is con46

JULY / AUGUST 2014

stantly haunting eBay looking for original parts to keep his airplane flying. That is where he found the hard-to-find pancake mufflers. As he puts it, finding the correct, most usable parts is often “. . . like going to the hamper and picking out your cleanest dirty shirt to wear.” The hardest part, he says, has been, and still is, the nosebowl. He says, “The 1947 nosebowl is unique to that year, and mine has a playing card sized patch on its lower side. It’s artfully done, but still a flaw. The nosebowls now being manufactured don’t quite fit, and I wouldn’t use a repro anyway. So, I’m looking for a perfect one, but I won’t know if it’s right unless I actually try it on. It’s very frustrating!” Rich has been a fan of polished airplanes almost since he bought

COURTESY RICH HARRIS

Uncovered wings in 1999; notice the lack of corrosion.

the first of his 140s (and a 170). He says, “I love polished airplanes, but we call my hangar ‘aluminum hell.’ A real shine is hard to maintain. But the system the Swift Association uses works well. It recommends Nuvite on sweat shirt material mounted on an orbital buffer, fleece side out. The Swift Association actually has the sweat shirt material available in bulk, and nothing works better.” He passed the obsession with polished airplanes on to his then 12-year-old son, Brad. In fact, in later years, his son polished the airplane and was on his way to Oshkosh with it, which would have been its first time at the convention. Unfortunately, an indication of lost oil pressure caused him to abort to the closest airport. It turned out to be a bad gauge, but the airplane was grounded. Oshkosh 2010, also known as ‘Sploshkosh’ that year, was not to be.” According to Rich, Brad’s early association with the 140 fostered an intense passion for aviation, which led him to the University of North Dakota’s Air Force ROTC program. While he was still a student, he flew the 140 to AirVenture in 2012 and brought home a Bronze Lindy. He’s now an officer in the throes of Air Force pilot training at Columbus Air Force Base, Missouri. Brad and his older brother, Ryan, both learned to fly in the 140, and Ryan now owns his own C-140A. Rich says, “When at Oshkosh, Brad was very proud of the airplane, and when asked about it said, ‘I did it for Grandpa Jim. This is his airplane, and he would have loved to have seen what ultimately became of it’ Don’t let anyone tell you that these are just machines. Airplanes are so much more than that. They change lives. And you can’t say that about very many things.”

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The Vintage Mechanic ROBERT G. LOCK

Aircraft fabric covering Cotton fabric magic One of my first tasks assigned as an apprentice mechanic back in 1956 was to learn how to cover using Grade A cotton fabric (that and Irish linen were the only materials available at that time). I covered Stearman components for my uncle, George Baldrick, in his garage. He had a big Reznor gas-fired heater in there— it’s a wonder that the whole place didn’t burn down with all those fumes from drying dope, but it didn’t. In those days Grade A cotton fabric was available in widths of 36, 42, 60, and 90 inches. The most common widths were 42 inches and 60 inches and were woven by Reeves Brothers and Flightex and possibly a couple others I cannot remember. Rib-lacing cord was woven linen coated with beeswax and came in #7 and #9 weights. The numbers represented the number of strands woven into cord, thus #7 had 7 strands and #9 had 9 strands. We always used #9 because the Stearman was powered with a 450-hp Pratt & Whitney radial engine and the large diameter prop caused whipping of the fabric in the prop slipstream. Here it is, the year 2012 and 56 years later I have the opportunity to cover with Grade A again. Not many jobs use that old-style fabric, preferring a synthetic long-lasting fabric woven from DuPont Dacron. But for authenticity, nothing beats the old Grade A process. This story will deal with covering a Vultee/ Stinson L-1 horizontal stabilizer, originally manufactured from spot-welded stainless steel by the Fleetwings Corporation, makers of the stainless steel Fleetwings Sea Bird. Fleetwings developed a process for spot-welding 60

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Illustration 2

wrapped around, fitted, and clamped in place. The next step will be to bond fabric to the surface using lacquer cement. After fabric has been bonded securely to the structure it is allowed to thoroughly cure. The next step in Grade A covering is to water-shrink the fabric. Apply clean water using a sponge, thoroughly wetting the covering. Too much water won’t help shrink the fabric and can penetrate and wet the inside of the structure; not a good idea. Apply water sparingly so it doesn’t run inside the structure. Illustration 3 shows the surface after water-shrinking. The fabric is quite tight and gives a low drum sound when tapped with a finger. The black squares appearing under the fabric is anti-chafe tape over gussets and rough edges. Note that all wrinkles are removed and the fabric appears about the tautness of a few coats of clear dope.

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stainless steel; however, field repairs to this type of structure seem difficult to impossible. Illustration 1 shows the horizontal stabilizer prepared for covering and with fabric wrapped around the bottom of the surface to expose the delicate but sturdy construction. There are no rivets anywhere in the structure; rather it is assembled using spot welds. Illustration 2 shows the surface with fabric

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The surfaces are allowed to dry thoroughly. I usually let the part set for at least 24 hours, depending on temperature. Never apply dope if the surface is still damp—that just won’t work. Take a small amount of clear butyrate dope (in this case only half a gallon was used), thin to a good brushing consistency, usually about 40-50 percent depending on the viscosity of the dope. The fungicidal part is added at a ratio of about 4 ounces per gallon of unthinned dope (always use the ratio recommended by the manufacturer). In this case 2 ounces was added to a half gallon of dope, the solution being a very dark brown color. Fungicidal chemical will tint the clear dope a green or blue, or in this case a light brown as can be seen in Illustration 4. Thin the dope until it brushes easily on the surface but don’t get it so thin that it will drip through to the opposite side. That will cause blisters to form on the inside of the cloth, and they are NOT removable. Illustration 4 shows how the penetration of dope into the weave of the cloth has taken place as the outline of a rib is plainly visible. A good rule of thumb is to reduce until you can see the structure plainly through

Illustration 5 62

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the wetted fabric. Do not continue to brush—once the fabric is well wetted stop brushing. If you continue brushing, the dope will begin to roll under the brush and you will wipe off too much dope, plus it will leave an uneven surface that will have to be sanded later. Illustration 5 shows the stabilizer with one coat of fungicidal dope brushed on, the photo left showing the surface immediately after applying the dope and the right showing the surface after the dope had dried. Many people think they have done something wrong when these deep wrinkles show after the first coat dries, but this is common. On this surface a second brush coat will be needed before rib lacing. The factory applied three coats by brush. If the fabric has shrunk enough with the second coat, the surface tapes can be laid after completing rib lacing. I like to get the surface tapes down as soon as possible because the number of coats of dope on the tapes must match the number of coats on the surface. The surface will now be very rough as dope raises small fibers within the threads; this will have to be sanded off later. But now is not the time to begin sanding—the fabric must be taut. But first the fabric must be laced to the structure. But we’re getting ahead of ourselves. Let’s apply the second coat of clear dope by brush first. Clear dope must be applied to cause the fabric to tauten enough to remove all serious wrinkles before rib lacing can be accomplished. On this Stinson L-1 stabilizer, it took three coats of dope by brush before it was ready to rib lace. The number of coats of dope prior to rib lacing will depend on how tight the fabric was when it was bonded in place. Normally it will take two to three coats of clear dope. Illustration 5A

Straight & Level continued from page 1

number of computers available for the check-in process, and if you’re a vendor from last year, you will experience a much simpler check-in process. So be sure to bring those pieces and parts from your hangar to the Aeromart and turn them into cash. Please also be aware that we continue to have a strong need for additional volunteers in the Aeromart tent. If you’re so inclined, please consider jumping in with this group of great volunteers and spend some time with us. I guarantee that you will find it an enjoyable experience. Last year we had more than 600 volunteers that volunteered over 26,000 hours in the Vintage area of operations alone. These individuals are an invaluable asset to our community, and we could never plan and execute such an awesome experience for all our members of the EAA/VAA without them. You should really consider giving volunteerism a taste at the “World’s Greatest Aviation Celebration.” I hope to see you there! Many thanks also to the many volunteers who come and volunteer long before the event even starts, there just doesn’t seem to be anything they are unable to accomplish. Some of you may remember our Ice Cream Social on the front porch of the Red Barn last year, and we plan to do it again this year. Be sure to join us for some free ice cream on the porch starting at 11:00 a.m. Monday, the first day of the convention. Come enjoy the fun and camaraderie, and you can even visit with Jack Pelton, our chairman of the board who is also planning to attend. Don’t forget to visit the VAA Red Barn while you’re at the show, and sign up for the Vintage Picnic and the Shawano Breakfast Fly-Out during the convention week. Full details are available at the hospitality desk. If you haven’t already done this, please give strong consideration to supporting the Friends of the Red Barn fund. The invaluable Friends of the Red Barn fund, with contributions each year by fellow Vintage members, makes all of this supremely enjoyable Oshkosh experience in the Vintage area possible. Without the generous contributions provided by these Vintage members annually, very little of what we experience and enjoy would be possible. Consider it a calling . . . as many of us do! And please remember, no one ever met a stranger at the Red Barn! As always, please do us all the favor of inviting a friend to join the VAA, and help keep us the strong Association we have all enjoyed for so many years.

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Copyright ©2014 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 549033086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 6 issues of Vintage Airplane magazine, is $42 per year for EAA members and $52 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. CPC #40612608. 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.

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Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-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

Propeller carving machine, Lycoming Engine Block, rebuilt magnetos leather helmet, many miscellaneous airplane parts.910-712-3287 or 369seemore@ atmc.net for pictures

WANTED

Donate your factory built plane to leave a significant legacy! A charity that provides mission/medical services to remote areas of the world. www.samaritanaviation. com 970-249-4341

Welcome New EAA VAA Members

Directory OFFICERS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 chief7025@aol.com

Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507-373-1674 stnes2009@live.com

Vice-President Dave Clark 635 Vestal Lane Plainfield, IN 46168 317-839-4500 davecpd@att.net

Treasurer Dan Knutson 106 Tena Marie Circle Lodi, WI 53555 608-592-7224 lodicub@charter.net

DIRECTORS

Sitka Spruce (4) pieces 1.75” x 7” x 20’ $1,000. New STC PMA spars for 7AC - 8CCBC & 8KCAB, J-3 & Taylorcraft also. Capstrip, Custom millwork. Rainbow Flying Service, 11905 RD 4 NE #10, Moses Lake, WA 98837, www.rainbowflying.com 509-765-1606

Liles, Amy Barnes, David Stout, Lloyd Scarbrough, Leon Stuckert, Robert Adams, Kurt Cope, Samuel Varpagel, Richard Barra, Mario Tredway, Robert Karamitis, George Hultquist, Joe Hurlbutt, Russ Bahmann, Frank Hayes, Francis Johnson, Hal Williams, Darrell Wade, Ritchie Lebold, Mary Ann Ornelaz, Bernice Klinger, Keith Knowlton, Gilbert Cooper, Robert Morris, Lon Johnson, Walter Goodall, Kurt Cottis, John Nagel, Steve Gaskill, Leslie Brown, Bob Worcester, Delbert Nikolaus, Larry

VAA

Urbana, IL Pella, IA Belmont, CA Vineburg, CA Scottdale, PA Leverett, MA Lamesa, TX Elkhorn, WI Bay Shore, NY Heber Springs, AR Avon Park, FL Minden, NE Canandaigua, NY Dade City, FL Alzada, MT Richmond, VA Fayetteville, AR Leonard, TX Salem, OR San Jose, CA Groveland, FL Eugene, OR Pittsburgh, PA Roberts, MT Blacksburg, VA Harrison, AR Sugarloaf Shrs, FL Columbia, MO Ottumwa, IA Easton, PA North Ridgeville, OH Huntington, WV

JULY / AUGUST 2014

Retka, Matt West Fargo, ND Hattaway, Nelson Blakely, GA Thoresen, Thore Voyenenga, Norway Eberlein, Don Lake In the Hills, IL Carter, Steve Buninyong, Australia Grieger, Scott Excelsior, MN Hull, Terri Fort Recovery, OH Hudgens, Terry Harris, IA Rodgers, Paul Plantation, FL Bianco, John Massapequa, NY TenEyck, Eric Erie, CO Baker, Joseph Matthews, NC Elliott, William Jacksonville, FL Nicholson, Larry Calcutta, OH Dubeski, Allen Coldstream, Canada Pierucci, Eliseo Villa Maria Cordoba, Bieser, John Hartford, WI Zielieke, Allen Fond Du Lac, WI Fisher, Jeffrey Thorndale, TX Szidik, Jeff Chicago, IL Smith, Travis Watsonville, CA Leibel, Morley Regina, SK, Canada Gautschi, Hans Beinwil am See, Switzerland Parker, David Bloomington, IL Fisher, Scott Davenport, IA Ambrose, Roger Madison, NH

Ron Alexander 118 Huff Daland Circle Griffin, GA 30223-6827 ronalexander@mindspring.com Jerry Brown 4605 Hickory Wood Row Greenwood, IN 46143 317-422-9366 lbrown4906@aol.com George Daubner N57W34837 Pondview Ln Oconomowoc, WI 53066 262-560-1949 gdaubner@eaa.org Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317-293-4430 dalefaye@msn.com

Steve Krog 1002 Heather Ln. Hartford, WI 53027 262-305-2903 sskrog@gmail.com Robert D. “Bob” Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 rlumley1@wi.rr.com Joe Norris 264 Old OR Rd. Oshkosh, WI 54902 pilotjoe@ntd.net 920-688-2977 Tim Popp 60568 Springhaven Ct. Lawton, MI 49065 269-624-5036 tlpopp@frontier.com

ADVISORS Moran, James Dallas, PA Bane, Bradley Lyndonville, NY Brown, Eric Minneapolis, MN Terry, Gerard Middlesbrough, UK Bock, Bryce Longwood, FL Birkey, Douglas Alexandria, VA Leuthauser, Mark Saint Peters, MO Schuldt, Chris Fredericksburg, VA Martinez, Anthony Great Bend, KS Moore, Merritt Silver Creek, NY Epting, Robert Chapel Hill, NC Nance, Russell Pelion, SC Hewitt, Roger Kent, WA Biondich, Dennis Rubicon, WI Bryn, Terry Dazey, ND Mason, Steve Rolla, MO Schneberger, Robert McLean, VA Krosner, Allan Nevada City, CA Lahti, Brenda Oscoda, MI Wood, Mary Vero Beach, FL Baddini Gabriotti, Rui Sorocaba, Brazil Milner, Stephen Dallas, TX Stewart, Linda Port St Lucie, FL Dubois, William Las Vegas, NM Drake, Elvin Orono, ME Cannon, Harold Owensboro, KY Mills, Kelson Vaughn, WA Stagnito, Kollin Kildeer, IL Piercy, Ron Moses Lake, WA Ingram, Kent Franklin, NE

Lynne Dunn 145 Cloud Top Lane Mooresville, NC 28115 704-664-1951 lynnednn@aol.com

Susan Dusenbury 1374 Brook Cove Road Walnut Cove, NC 27052 336-591-3931 sr6sue@aol.com

DIRECTORS EMERITUS David Bennett 375 Killdeer Ct Lincoln, CA 95648 916-952-9449 antiquer@inreach.com

Charles W. Harris PO Box 470350 Tulsa, OK 74147 918-622-8400 cwh@hvsu.com

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 8555 S. Lewis Ave., #32 Tulsa, OK 74137 918-298-3692

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-9110 genemorris@charter.net

Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 269-624-6490 rcoulson516@cs.com Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-5012 itzfray@gmail.com

S.H. “Wes” Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771-1545 shschmid@gmail.com John Turgyan PO Box 219 New Egypt, NJ 08533 609-752-1944 jrturgyan4@aol.com