GEOFF ROBISON PRES IDENT, VINTAGE AIRCRAFT ASSOCIATION

Where did my summer go?

all has arrived in the Midwest, cently shocked and deeply saddened With regard to our finances, your and our summer has slipped to hear of the loss of my contem­ Vintage Aircraft Association is cur­ away from us. Where did it porary from the International Aero­ rently on firm ground. Like everyone, go? It seems as though it was batic Club (lAC). Vicki Cruse was a we are experiencing increasing op­ only a few short weeks ago I good friend and a strong leader for erational costs, and we are reacting wasF all excited about what I thought the lAC. She was an extremely effec­ to these relatively new challenges. would be a spring and summer full of tive president of the lAC, and her loss During the 2009 convention, the travel, new opportunities, and more will affect not only the aerobatic com­ volunteer leadership created a new aviation in my life. Then, the blunt­ munity, but also EAA and all of its sub-committee that has launched a ness of my "real" life and its responsi­ divisions. She was a wonderful lady renewed effort to improve our finan­ bilities ran me over like a truck! and an awesome competitor, and cial outlook to better manage these For an abundance of reasons, I my heart goes out to her many close increases as they develop. I am happy don't ever get everything on my friends and family members who will to report that excellent progress has bucket list crossed off during each sea­ certainly miss her. Most of all, I will already been made to develop new son of flying. How about you? Even miss her wonderful smile. income streams in the area of non­ after what I believe to be careful plan­ Your Vintage Aircraft Association dues revenue. Like most associations, ning and a real attempt to engage my­ board of directors will be meeting dues typically make up only a small self in the activities or events I plan again in Oshkosh in mid-October. We percentage of the revenue needed to attend, I always seem to come are already deep into the planning of to operate. This development com­ up short. Oh well, 2010 may prove EAA AjrVenture Oshkosh 2010. In the mittee is working primarily on con­ to be a new beginning for my avia­ aftermath of a wildly successful 2009 cepts that will attract new members tion dreams. This is not to say that I event, we are working hard to make as well as develop new member ben­ had a lousy summer-I did finally get the 2010 event the best yet. Be as­ efits to strengthen our renewal rates. I that ever-elusive P-S1 Mustang ride sured we have already received com­ will keep you posted on our progress I always promised to treat myself to. mitments to host a number of special throughout the current fiscal year. Thanks, Jimmy, it was a real hoot! arrivals next year. It's going to be an­ As always, please do us all the fa­ So far this year, I spent about five other great one! Along with the suc­ vor of inviting a friend to join the weeks on the B-17 tour, a wonderful cess, we don't always get it right each VAA, and help keep us the strong as­ volunteer experience. This is always a year, and it gets pointed out to us that sociation we have all enjoyed for so grand experience that involves spend­ we need to do better in some areas. many years. ing time with old friends, and I get to We are listening very carefully, and EAA AirVenture Oshkosh 2010, make a number of new friends along we are committed to responding to The World's Greatest Aviation Cele­ the way. I have always said that I am a each of these challenges. bration, is July 26 through August l. most fortunate individual to count so Your board of directors has a long VAA is about participation: Be a many good friends all over this coun­ list of sub-committees and volun­ member! Be a volunteer! Be there! try. I can't make this statement with­ teer chairmen/chairwomen who Let's all pull in the same direction out again thanking the EAA for all of will be dealing with these challenges for the good of aviation. Remember, the opportunities it has placed at my throughout the planning process we are better together. Join us and feet over these many years to make with the clear goal of making your ex­ have it all. this possible! perience at AirVenture an enjoyable, A~ But, as is normally the case, friends family-oriented event. I hope to see will come and friends will go. I was re­ each of you at the 2010 show. OCT 0 B -E R VOL. 37, No. 10 2009 CONTE TS I Fe Straight & Level Where did my summer go? by Geoff Robison

2 News

4 AeroMail

6 Sparky's Notebook: Hello, Oshkosh! Some of the highlights of the VAA area during EAA AirVenture Oshkosh 2009 by Sparky Barnes Sargent

18 My Favorite Ride A great treat, neighbor to neighbor by Lorraine Morris

20 Light Plane Heritage Dwight Hun tington and the H-l Lightplane by Jack McRae

24 Stearman Flight The inaugural EA.s.T. certified Stearman Formation Clinic flies over St. Louis by Don Parsons

28 The Vintage Mechanic Materials & Processes, Part I STAFF by Robert G. Lock EAA Publisher Tom Poberezny Director of EAA Publications Mary Jones Executive Director/Editor H,G. Frautschy 32 The Vintage Instructor Production/Special Project Kathleen Witman Risk management Photography Jim Koepnick by Doug Stewart Bonnie Kratz Advertising Coordinator Sue Anderson 34 Mystery Plane Classified Ad Coordinator Lesley Poberezny by H.G. Frautschy Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw 39 Classified Ads Displav Advertising Representatives: Specialized Publications Co. U.S. Eastern Time Zone-Northeast: Ken Ross COVERS 609-822-3750 Fax: 609·957·5650 kr40@comcas t.net FRONT COVER: By golly. here's something you don't see every day - the replica DH.88 Comet racer, flown by Robin Reid, in formation with the Com per Swift brought across the U.S. Eastern Time Zone·Southeas t: Chester Baumgartner Pacific by Roy and Primrose Fox, and flown by David Grieg. Both airplanes were on display 727·532·4640 Fax: 727·532·4630 [email protected] in the Vintage parking area during EAA AirVenture Oshkosh 2009. For more on the annual fly·in and convention, see the article starting on page 6. EAA photo by Jim Koepnick, EAA U.S. Central Time Zone: Gary Worden and Todd Reese photo plane piloted by Bruce Moore. 800·444·9932 Fax: 816·741·6458 gary.worden@spc·mag.com; todd@Spc·mag.com BACK COVER : Watercolor artist M. Randall Mytar has been kind enough to share a few of U.S. Mountain and Pacific Time Zones: John Gibson his prints with us during past years, and his latest he'd like members to see is this fanci· 916·784·9593 Fax: 510·217·3796 ful scene of the Ryan NYP, "The Spirit of St. Lou is" as it might have appeared in a Ryan johngibson@spc·mag.com Airl ines hangar. Randall lives in Sherman Oaks, California. Known internationally as an Europe: Willi Tacke architectural designer and illustrator, he is also renowned for his classic automobile art· Phone: +49(0)1716980871 Fax: +49(0)8841 / 496012 work. Mytar can be reached at 818·789-7719. willi@f/ying·pages.com VINTAGE AIRPLANE Preserving the Vintage Fleet cated here: www. VintageAircraft. place with Canada). Vintage DER application process org/der/der_checklist.pdf The FAA is also proposing that checklist now available Keep in mind that this pro­ pilot schools can use Internet­ Interested in becoming ap­ gram is run entirely by the FAA, based training programs with­ pOinted as a vintage designated and all matters related to ap­ out requiring a physical ground­ engineering represen ta ti ve pointments as VDERs are at the training facility. The FAA is also (VDER) to help with the unique FAA's discretion. The VDER des­ proposing to allow pilot schools challenge of preserving the vin­ ignation is simply an addition and provisional pilot schools to tage fleet? A new checklist cre­ to an already existing program apply for a combined private pi­ ated by EAA and the FAA will help within the FAA, and all proce­ lot certificate and instrument rat­ with the application process, dures and policies in place for ing course. In addition, the FAA and it's now available through the DER program will also apply proposes revisions to the defini­ the Vintage Aircraft Association to VDERs. tion of "complex airplane." (VAA) website at www. Vintage We're pleased to see so much Public comments must be Aircraft.org. Since the VDER des­ interest in the program, and we submitted to the FAA on or be­ ignation was announced by the appreciate the willingness of fore November 30, 2009. In­ FAA during this year's EAA AirVen­ the FAA to add this designation structions on submitting a com­ ture Oshkosh, a number of mem­ to the DER program. We look ment are contained within the bers have expressed a desire to ap­ forward to hearing back from NPRM. To access the NPRM and ply for appointment as a VDER. the FAA when its first group of the link, visit www.EAA.org/ Some of those members have VDERs is appointed. news/2009/2009-09-03_nprm.asp. asked what the next step is in the process to become a VDER; VAA Election Results the checklist outlines the pro­ Changes Proposed for Pilot, During the annual member­ cess, and all of it is overseen by Flight Instructor Rules ship meeting of the Vintage the FAA. The most important as­ The FAA has issued a notice of Aircraft Association, President pect of the application process proposed rulemaking (NPRM) for Geoff Robison reported a total is to read FAA Order 8IOO.8C. changes to rules governing certi­ of 89 ballots were received and lt's rather dry, but the applica­ fication of pilots, flight instruc­ counted by Secretary Steve Nesse tion process is actually contained tors, and pilot schools. Accord­ and himself. (The officers not up in that document (see Chapter ing to the FAA, the reasons for for election are asked to total the 4). Also, as stated in the open­ these revisions include changing vote tally.) The following offi­ ing paragraphs of Chapter 4, you aviation technologies, recent re­ cers and directors were elected to should contact the FAA, stating search findings, and a rededi­ two-year terms: your interest in the program. In cated focus on ensuring that pi­ the case of the VDER program, lots have adequate training and OFFICERS you should contact David Swartz qualifications to operate safely in Vice President: George Daub­ or Kevin Kendall, as noted on the national airspace system. ner the second page of the check­ The proposals include requir­ Treasurer: Charlie Harris list. The process is identical for ing pilot-in-command (PIC) pro­ the previous DER program; if ficiency checks for pilots who act DIRECTORS you're already a DER, then you as PIC of Single-piloted, turbojet­ David Bennett can work directly with your cur­ powered airplanes; allowing pilot Jerry Brown rent aircraft certification office applicants to apply for a private John S. "Jack" Copeland and either David or Kevin to add pilot certificate and an instrument Phil Coulson the VDER designation. If you've rating simultaneously; and making Dale Gustafson never been a DER (and most of allowance in the rule to provide Dan Knutson the folks expressing interest in for the issuance of standard U.S. Wes Schmid the VDER program are not yet a pilot certificates on the basis of an DER), then the entire DER appli­ . international licensing agreement Minutes of the VAA annual cation process must be followed. between the FAA and a foreign membership meeting are avail­ The outline/checklist is 10­ civil aviation authority (such as in able upon written request.

2 OCTOBER 2009 VAA Hall of Fame Induction The Experi­ CALL FOR VAA mental Air­ craft Asso­ ciation will HALL OF FAME recognize the contributions of six aviators NOMINATIONS on October 16 as it inducts them Nominate your favorite aviator for the is a good candidate for induction. into the EAA Hall EAA Vintage Aircraft Association Hall of Mail the form to: of Fame during a Fame. A huge honor could be bestowed VAA Hall of Fame upon that man or woman working next to Charles W. Harris, Chairman banquet at the EAA th Aviation Center. you on your airplane, Sitting next to you 7215 East 46 St. The six aviators in the chapter meeting, or walking next Tu lsa, OK 74147 represent the spec­ to you at EAA AirVenture Oshkosh. Think trum of aviation about the people in your circle of aviation Remember, your "contemporary" may wi thin the EAA friends: the mechanic, photographer, or be a candidate; nominate someone today! pilot who has shared innumerable tips Find the nomination form at www. membership and have achieved no­ with you and with many others. They VintageAircraft.org, call the VAA office for table successes could be the next VAA Hall of Fame in­ a copy (920-426-6110), or on your own within their par­ ductees-but only if they are nominated. sheet of paper, simply include the follow­ ticular realm of The person you nominate can be a ing information: flight. Among citizen of any country and may be living • Date submitted. them will be keynote speaker Bob or deceased, and his or her involvement • Name of person nominated . Hoover, the 2009 International in vintage aviation must have occurred • Address and phone number of nominee. Aerobatic Club inductee, who is between 1950 and the present day. His • Date of birth of nominee. If deceased, date one of today's most notable avia­ or her contribution could be in the areas of death. tors with accomplishments in the of flying, design, mechanical or aerody­ • Name and relationship of nominee's clos­ military, as a test pilot, and as a namic developments, administration, est living relative . legendary air show performer. writing, some other vital and relevant • Address and phone of nominee's closest field, or any combination of fields that living relative. Other inductees include Lance Neibauer (Homebuilders); the late support aviation. The person you nomi­ • E-mail address of nominee. Stephen Pitcairn (Vintage Air­ nate must be or have been a member of • Time span (dates) of the nominee's con­ the Vintage Aircraft Association, and pref­ tributions to aviation. (Must be between craft Association); George Baker 1950 to present day.) (Warbirds of America); Roy Pinner erence is given to those whose actions (Ultralights); and Paul Sanderson have contributed to the VAA in some way, • VAA and EAA number, if known. (Nominee must have been or is aVAA member.) (NAFI-Flight Instruction). perhaps as a volunteer, a restorer who "This year's six inductees join oth­ shares his expertise with others, a writer, • Area(s) of contributions to aviation. a photographer, or a pilot sharing stories, • Describe the event(s) or nature of activi­ ers who have made a remarkable preserving aviation history, and encour­ ties the nominee has undertaken in avia­ contribution to the aviation com­ aging new pi lots and enthusiasts. tion to be worthy of induction into the munity," said Tom Poberezny, EAA To nominate someone is easy. It just VAA Hall of Fame. chairman and president. "Their in­ clusion into the EAA Hall of Fame is takes a little time and a little reminisc­ • Describe achievements the nominee has made in other related fields in aviation . not only a testament to their passion ing on your part. and determination, but also an in­ • Think of a person; think of his or • Has the nominee already been honored for his or her involvement in aviation and/ spiration to the rest of us of the pos­ her contributions. • Write those contributions in the or the contribution you are stating in sibilities within the world of flight." various categories of the form. this petition? If yes, please explain the The public is invited to attend .Write a simple letter highlighting nature of the honor and/or award the and participate at the EAA Hall these attributes and contributions. Make nominee has received . of Fame induction dinner. Tick­ copies of newspaper or magazine arti­ • Any additional supporting information . ets and additional inductee in­ cles that may substantiate your view. • Submitter's address and phone number, formation are available through .If you can, have another person plus e-mail address. EAA's secure website at www.EAA. .Include any supporting material with your org/halloffame. complete a form or write a letter about this person, confirming why the person petition. continued on page 38

VINTAGE AIRPLANE 3 proved 210-hp engine in weight and horsepower, the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft. Not so when in the 1990s I launched on a similar, but maybe slightly more daunting project, a SEND YOUR COMMENTS AND QUESTIONS TO: 1929 Fokker Super Universal. At VAA, LETTERS TO THE ED ITOR the outset I figured the engine swap P.O. Box 3086 from the original P&W R1340 Wasp OSHKOSH , WI 54903-3086 C to the later and more reliable OR YOU CAN E-MAIL THEM TO: [email protected] R1340 Wasp S3H1 would be a sim­ ple 20-minute field approval. Al­ 1OOLL Issues duced my exhaust valve problems. though the engine specs indicated Robert Lock's article in the Au­ Recently, steel exhaust valve seats the horsepower would be upped gust 2009 Vintage Airplane (liMy were approved and have became from 420 to 550, by controlling Thoughts on Radial Engines") available on the Jacobs engines, re­ the rpm with an authentic fixed­ was interesting. I have been flying placing the aluminum bronze seats pitch, ground-adjustable prop, I Cessna 195s for 30 years with the which seemed to be more suscep­ could keep the power down to 450, Jacobs engine and can appreciate tible to lead deposits sticking to which had been okayed in field ap­ the technology improvements the them. I had the conversion installed proval paperwork from the 1930s. Jacobs had over the older radials on all my cylinders after only 200 With the airplane 99 percent com­ and the improvements that are still SMOH because of extensive exhaust plete, the engine running, and only being made to the Jacobs engine. valve and guide problems. So far, af­ the paperwork to finish, I was advised The reason he is having trouble ter 140 hours, the results look good, by the authorities that this wouldn't with 100LL is that the lead pres­ but time will tell if this solves our do. I was reqUired to provide a design ent in 100LL is four times higher valve problems. check on the front fuselage frame for than in 80/87, which has only 0.5 Keep them flying! the increased weight, torque, and grams per gallon. 100LL was an David Cole thrust of the later engine for the lim­ outgrowth of the old 100/130 that Willis, Texas iting horsepower of 450. Yuck! usually had 3 grams per gallon. By I chose to get some advice from refining changes, limiting the lead Design Check for a my local DER (deSignated engineer­ to 2 grams per gallon, and adding Major Alteration ing representative). We decided to toluene, the new 100LL meets the I was greatly interested in Robert use the design criteria established in 100/130 fuel specification. It can be Lock's article in the May 2009 Vin­ an earlier document as being most used in engines designed for 80/87 tage Airplane, "Some Thoughts on appropriate-we chose U.S. Depart­ but often not without lead fouling Restoration and Airworthiness." It ment of Commerce Bulletin 7A, as problems. So the chemical deposits made me wish that an article like this published in 1934. (You can down­ Robert is seeing in the combustion by an experienced master like Bob load copies of it at www.Airweb.FAA. chambers of his engines are sub­ had been published 30 or 40 years gov-look under Aeronautical Bul­ stantially the result of the high lead ago. Bob has magnificently clarified letins.) Where FAA Part 23 now re­ content in 100LL. some of the machinations of the ap­ quires limit load factors of 3.8 for I saw exhaust valve leakage and proving administrations-the FAA normal category, and 6.0 for aero­ valve guide problems on my Cessna and, in Canada, Transport Canada. batic category, the Bulletin 7A limit 195 jump after 80/87 became un­ I did think that Bob was forced load was mathematically derived as available. Many folks feel Marvel to take some unnecessarily difficult a function of power loading, in our Mystery Oil added to the fuel helps and perhaps risky load testing pro­ Fokker the limit load factor became keep the lead from forming hard cedures to verify the structural ad­ 4.2-not much different. deposits. MMO is essentially a sol­ equacy of an airplane for an engine I should mention that limit loads vent with wintergreen added and swap. There are perhaps easier solu­ require a further safety factor of 1.5 is not an approved additive by the tions in this, the computer age. against yielding or failure of the steel. FAA. TCP is another additive which I should mention that in the The engine thrust was derived in helps prevent lead deposits and is 1970s I restored a 1933 Waco, and easy calculations seen in Dick His­ approved. I personally never found as the W670 220-hp Continental cox's (the DH Beaver designer) text that either of these additives re- was barely over the original ap­ Lightplane Design. Another valu­

4 OCTOBER 2009 able book was Analysis and Design of Flight Vehicle Structures by E.F. GRAVITY LOADS APPLIED Bruhn. Both texts are probably part TO FRONT FRAME of a DER's library. Loads to be multiplied The complex tubing structure by N=4.2 for analysis was plotted and entered into the loads in KIPS computer analysis using software called Multiframe 3D. The very hard part of the analysis labori­ ously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure. This was resolved in sec­ onds by computer. I include com­ puter diagrams showing the mem­ bers for one of the loading cases. After the loading cases for weight, thrust, and torque were spit out by the computer, these were entered in a spreadsheet containing the 21 members with their lengths, sizes, and capacities as compression col­ MEMBER NOTATIONS umns or tension members. Wonderful-the engineering cal­ culations showed the fuselage was capable of carrying the new engine. Without getting into the com­ plexities of the computer and paper­ work analysis, I would say that this approach is much easier, safer, and more appropriate than the static load test which Bob agonized over for his reported four and one-half years. I admit, I agonized and fussed over my situation for nine months before being granted approval. The procedures are not dead easy and require the help of an engineer, and preferably a DER familiar with air­ craft design requirements. when done by hand. Some check will come up. Hopefully the com­ Lwould caution that the landing analysis was done by hand (non­ puter age can be employed to make gear loads are derived from differ­ computer) to verify. these engine swaps safe and easy. ent calculations entirely unrelated One further caution: As more Please don't call me for detailed help to engine swaps. The loading of tail engine weight is installed and bal­ on this, as every case is different, ballast on the other end of a land­ anced by tail ballast, the moment and it requires an engineer at close ing gear pivot to amplify a down of inertia in pitching movement be­ proximity to your airplane and its load on an engine mount could re­ comes greater. All this added weight problems to be able to analyze it. sult in overload of the landing gear. out at the extremities of the airplane I only came to meet and know The computer makes simulta­ reduces the control response of the Bob Lock in the 2003 National Air neous solutions of all members elevators. I think this is particularly Tour and found him to be a superb assuming linear deformations of noticeable when power-off and pilot and mechanic, and a real gen­ members and precise section prop­ rounding out for landing. tleman. I thank him for his many erties. A more accurate analysis is As more and more artifacts are informative articles. possible than in 1928 due to the pulled out of bushes and barns Sincerely, many redundant members in the which require dependable engines, Clark G. Seaborn truss having to be solved separately this situation described by Bob Lock Calgary, Alberta, Canada ...... VINTAGE AIRPLANE 5

Captions and photos by Sparky Barnes Sargent Photos by H.G. Frautschy are noted

Above: The new Vintage Hangar peeks out between the trees in the VAA area, which has been newly reconfigured, opening up the front lawn to be more open, with plenty of room for display­ ing aircraft and hosting the new Vintage in Review program.

Left: An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake. (She released the fish after catching it.)

VINTAGE AIRPLANE 7 erry Langley and Ed Kale (VAA member) of Mat­ thews, North Carolina, Jwere all smiles on a rain­ soaked Wisconsin day, and for good reason. They were proudly standing under the protective wing of their 1941 Aeronca 65­ CA Super Chief, which they fin­ ished restoring earlier this year. The restoration took them eight years, on and off. The first year or so, they concentrated on build­ ing new ribs and spars. But then they took a hiatus for a couple of years, according to Ed, and then worked especially hard for the past two years. "Jerry made the first flight in the plane this March;' says Kale. "As far as climb-out, that thing went like a scalded rabbit. We were in a Cessna 172 chase plane, and we couldn't get as high as he did, as fast as he did:' When asked why they were inspired to acquire the Super Chief, Langley quickly responds with a hearty laugh, "Well, it's our age! Actually it's a little bit younger. We were looking for a younger girl, so we found one:' Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project. They also fly with the Civil Air Pa ­ trol and have been coming to Oshkosh for about 15 years. As for the Super Chief's future, Kale smiles broadly as he pro­ claims, "We're going to fly the wheels off of it! She's not a hangar queen:'

ohn Hupe of Wamego, Kansas, has been coming to Oshkosh Jin N2123V, his 1948 Cessna 120, since 1975. He first soloed in a Cessna 150 in 1968 while he was in naviga­ tor school in the Air Force­ the aero club at McClellan Air Force Base rented the plane for $3.50 an hour, wet. Hupe says it's the people who keep him coming to AirVenture. "And then there's always something new and unusual here. The week gets away re­ ally fast-we like to go to the seaplane base one day, and on a rainy day we go over to the museum, and we do take in some of the forums:' Another important aspect of the show for him is the family atmosphere. "We even brought my 87-year-old mother to the show two years ago, and she enjoyed it;' Hupe recalls. "Each of my three sons started coming when they were about 3 years old. Now one of my sons, Brian, flies an Aeronca Champ, and another son, Jason, flies a Chief. And the other son, Kevin, wants to fly:' Hupe has inspired his family and friends to become interested in aviation, and he started giving rides to folks many years ago. Some of them went on to get their private certificate. He says with a pleasant smile, "I really love flying, and if 1can impart that to other people, that's rewarding:'

8 OCTOBER 2009 rothers Ryan and Cory Johnson of Dodgeville, Wisconsin, are only in their 20s, but they've already been coming to Oshkosh for 25 years. They are the third generation of aviators in their family, and they've been helping their father restore several airplanes throughout the years. Ryan just earned B his airframe and powerplant certificate; Cory is currently working on his flight instructor certificate and nurturing a dream to become a competitive aerobatic air show pilot. The brothers are obviously hooked on aviation, and with good-natured laughter, they explain that they've "had the conversation at times about what our lives would be like without aviation-and we can't imagine it! It's all we do, is work on airplanes. That's the center of our lives:' So it isn't surprising that they are bubbling over with enthusiasm when they explain their attraction to Air­ Venture: "We just can't wait to come back. It ... it just builds every year from winter into spring, and you talk to people about the projects they're working on and if they will be here this year. It's the anticipation of who's going to be here, and who's going to be flying what:'This year, they were at the fly-in with N4469H, a gleam­ ing 1948 Piper PA-15 Vagabond that they restored, from the ground up, for owner Donal Halloran of Marsh­ field, Wisconsin. It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955).

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

VINTAGE AIRPLANE 9 erry and Fern Lugten (Vin­ tage members) of Leslie, Michigan, have owned JN66294, a 1943 Howard DGA-15P, since October 2007. "We're enjoying it immensely:' shares Jerry."I've been a Howard fan for many years, and we finally had an opportunity to get one ourselves. AI Lund had a couple of his Howards here one day, and I was talking with him about buying one-I'll never forget what he said: 'Just go out and get one; you will not be sorry!' And we did:' Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt & Whitney­ powered Howard, so he asked good friend and experienced pilot Brian Van Wagnen to help him meet that challenge. Jerry started coming to Oshkosh in his Luscombe in 1974 and hasn't missed a year yet. The last two years, he's flown his Howard instead. His wife, Fern, smiles when she says, "I'm just a passenger, but a very happy one. I do enjoy being here; it's a very relaxing week for me. Sometimes I wander around with Jerry, and sometimes I just sit under the wing with my book. And now, we have a lot of family and friends who stay with us, and that's fun:'

a 1945 Call-Air Model A, is powered by a Lycoming 0-235. It is an early example of the model, bearing serial number 5, and is registered to Per N3 4 841 Anderas of Green Bay, Wisconsin. Look at the overall configuration of this plane and you just might see a resemblance to a Kinner Sportster. Also note the cowboy and bucking bronco silhouette on the tail-an iconic symbol of Wyoming, which was the home of Call Aircraft. The Call family de­ signed the airplane prior to World War II, and it went into production after the war. The Call-Air first fulfilled a role as a workhorse for high-country ranchers, and when design rights changed hands in the 1960s, the air­ plane was configured for crop spraying.

10 OCTOBER 2009 lenn Hake of Byron, Illinois, has been at­ tending the fly-in since G1971. This year, even under rainy skies, he just couldn't hide his enthusiasm for N7695B, his 1958 Bellanca 14-19-2 Cruise­ master. "I've had it for 20 years, and I think I'll keep it for a while! I was interested in a four-place taildragger, and I was looking at Stinsons and 170s, but this caught my eye, and it was a great value for the same price-or ac­ tually less-and a heck of a lot more airplane. I cruise about 175 mph with a fuel burn of about 13 gph, or, with fuel prices the way they are now, I can cruise at 150 mph and burn about 10.5 gph. It's got a useful load of 900 pounds, so it's got 600 pounds, after you fill it up with gas. So it was the perfect airplane for me, my wife, and son, and our bags. I've logged around 1,000 hours on it so far:' His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine. When Hake isn't fly­ ing his Bellanca, you'll probably find him working on his Hatz project or volunteering at Ogle County Airport, an award­ winning grassroots airport southwest of Rockford, Illinois.

everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area. In the foreground is N81326, manufactured in 1946 and registered to Ted Camp of Beverly Hills, Michigan. Ninety-five of these models are 5currently on the FAA registry.

here's just something about a Great Lakes biplane that makes you stop and savor it. T N847K was manufactured in 1929 and has a 200-hp Ranger 6-440-C engine. It's owned by Terry and Doug Gardner of St. Louis, Missouri.

VINTAGE AIRPLANE 11 t's always interesting to see look-alike airplanes on the field-they're a good test for one's powers of observation. At first glance, the similarities are striking between these 1950 Cessnas- but if you look closely, you'll note several dif­ ferences between them. In the foreground is N9436A, a Model 140A, which is registered to David Pyeatt of North­ I ridge, California. N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza, California.

hat's a trip to AirVenture without going to the EAA Seaplane Base? Thomas and Kimberly Hickson's good-looking 1957 Cessna 180A taxis into the base after making several flights W from the lake. 12 OCTOBER 2009 handful of lovely Beech Staggerwings graced the grassy fields this year. N51121 was manufactured in 1945 and Ais registered to Kurt Bromschwig of Naples, Florida.

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

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

VINTAGE AIRPLANE 13 he Short Wing Piper Club is celebrating its 30th anniversary this year as a type club, and short-wing Pipers were in abundance this year. This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture. N5669H is registered to Beech Club Aviation LTD of Delaware and was manufac­ Ttured in 1949.

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

rilliant purple with bright red trim set this 1952 B170B apart from its neighbors. N2343D is registered to Bobby Woolley of Federal Way, Washington.

14 OCTOBER 2009 pair of 1946 Fleet 80 Canucks was a special treat on the flightline this year. Note its clean lines and how the fu­ selage tapers to meet the tail. The Canuck had its genesis as Robert Noury's own homebuilt design. Fleet pur­ chased the rights to the design in order to facilitate the switch from World War II military production to a postwar Acivilian market in Canada. All told, 225 Canucks were built, and the airplane was popular as a trainer. According to the Canada registration mark database, C-FEOH is registered to Peter Moodie ofWinnipeg, Manitoba. C-EAU is registered to Fleet Aero Leasing Ltd. of Abbotsford, British Columbia. We'll have a feature story on the Fleet in an upcoming issue.

VINTAGE AIRPLANE 15 his sharp-looking Spirit ofthe Lone Eagle is a Porterfield LP-65 Collegiate, and it's powered by a 65-hp Lycom­ ing 0 -145-B2. Manufactured by t he Porterfield Aircraft Company of Kansas City, Missouri, N32417 made its first Tflight in December 1940. It's currently registered to Tailwheel Ltd. of O'Fallon, Missouri.

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

16 OCTOBER 2009 his cheerfully painted Ercoupe succinctly sums up the salutation of the week: "Hello, Oshkosh:'These two small words brim over with a meaning for those who eagerly anticipate and participate in the world's largest airs how Tand fly-in.

he new Vintage Hangar is truly a multipurpose facility. In addition to hosting the type clubs and workshops during the week, on Saturday evening it was the site for the VAA Aircraft Awards ceremony. More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of Tthe judging chairs from the Antique, Classic, and Contemporary areas...... VINTAGE AIRPLANE 17 BY LORRAINE MORRIS

ading the title, you may we call them "kiwi lots") contain a fuselage and wings and was based think I am talking about mixture of pilots and non-pilots. closely on the 1930 Curtiss-Wright my favorite airplane to As I was coming home one day, I Junior. It was popular in the west, fly. In fact, it is the most noticed a large moving van in front of as many farmers used it for spotting emorable ride I ever one of the condos, and I stopped and their stock as well as coyote hunting. gaveW in an airplane. introduced myself to Bill Moses, the With the pilot out in front, there are We have all given someone a ride newest airpark resident. Bill is not a no struts or engine parts to block the that we remember for some reason, pilot, but he was lured to the airpark view or the shot. whether it is because of the amazed by a mutual friend who lives and Our Woody Pusher was built in and wondrous reaction of the pas­ flies here. Bill is wheelchair-bound, 1976 by a man named Bond, and senger or the smoothness of our and over the next few months he he gave it the serial number 007. He landing with a first-time flier. This joined in many of the airpark events constructed the wings and spars out ride stands out in my memory be­ and even joined EAA Chapter 1414. of wood, but used steel tubing for cause I was able to fulfill a wish in a At one event we were talking about the fuselage and spring steel gear. It way few others could. I wish I could his goal to ride in an open-cockpit also had a full electrical system with say that it was because of my won­ airplane. Most of the open-cockpit a wind-driven generator. It was only derful piloting skills, but it was only planes at the airport were going to be 75 miles away, so we decided to fly because I happened to own one of difficult for Bill to get into, but our it home. Oh, did I mention we pur­ the few types of aircraft that could fill Woody Pusher is a smaller airplane chased it in December? What were this mission. than most and has the front cockpit we thinking! My husband, Ken, and I live on out in the open with no wing above When we arrived to pick it up, it Poplar Grove Airport (a residential it. That evening the idea was born to was only about 32°P outside. I had airpark), and it has 100 homes/lots give Bill his open-cockpit ride. been drafted to be the pilot home, that have taxiway access to the run­ The Aerosport Woody Pusher so I had brought all the heavy winter way. It also has 40 lots and condos was first produced in 1967 by Har­ gear I could think of. Sure enough, that do not have access to the run­ ris Woods for homebuilding. It was the aircraft started right up and off way. These extra 40 lots and condos designed as a braced parasol mono­ I went. I made it home with only a (because they can't fly from them, plane that had a fabric-covered wood bit of chill; then Ken put on some

18 OCTOBER 2009 warm clothes and took it around the patch, just so he could say he had flown it, too. We then put it in the hangar and started to look at it closely. It had been built in 1976, but soon af­ ter that it had been dismantled and stored. After a series of owners, it was put back together and flown for a few years before we came into the picture. At some point in time some­ one had painted over the fabric with enamel paint, and it was starting to crack and peel off. After talking about it for a few minutes, we decided that it might be a good idea to re-cover the wings and tail feathers. Since it was winter and only a fool would fly it in the winter (what did that make me?), now was the time. It turned out to be a good idea, be­ cause when we got the old fabric off, we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside. We re-glued the entire thing and did a general cleanup on the wings. We re­ m

VINTAGE AIRPLANE 19 Light Plane Heritage

PUBLISHED IN EAA Experimenter OCTOBER 1988

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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE

BY J ACK McRAE Shortly after World War I, homebuilt airplanes that were Huntington Motorcycle Engined Monoplane" that in­ similar to what are now classified as ultralights began to ap­ cluded a three-view drawing, speCifications, and details of pear in this country. Pilots and engineers such as Jack Irwin construction. The cost of building the airplane was esti­ in California, Ed Heath in Chicago, and Harvey Mummert mated to be not more than $80, excluding engine and pro­ and Dwight Huntington in the New York area apparently peller. A V-twin motorcycle engine of from 12 hp to 15 hp felt that the large war-surplus Jennys and Standards, al­ was recommended, and this was said to give a maximum though cheap, were not the answer to the private pilot's speed of 60 mph and a rate of climb of 240 feet/minute. needs. One of the earliest of these ultralights was the Hun­ While visiting George Hardie Jr. during EAA Oshkosh tington H-12, which was probably also the first to be de­ 1986, George showed me some beautifully drawn one-fourth signed to professional engineering standards. The H-12 was scale detailed construction plans of a motorcycle engine­ a small mid-wing monoplane of wood construction, cov­ powered airplane called the Dixie No. I, with the title block ered with unbleached muslin and powered with a Harley labeled C.E. Lay Aeroplanes, Blue Ash, Ohio. The external Davidson V-twin motorcycle engine. dimensions of this airplane seemed to agree exactly with In the 1933 Flying and Glider Manual the H-12 is given the Huntington H-12. Some time later George found a 1922 credit for "starting the wave of enthusiasm for lightplanes in brochure and parts list for the H-12. The H-12 part numbers this country." Also, "with unusually hot engines this design agreed exactly with the part numbers on the Dixie No.1 was occasionally flown." drawings, so we concluded that the Dixie No.1 plans were Dwight Huntington, the deSigner, was reported to have actually for the Huntington H-12. Both airplanes appear in been a "proficient draftsman who worked during World the German handbook Taschenbuch der Luftflotten 1924/25, War I days at the Curtiss plant in Buffalo, New York." Hun­ the Huntington dated 1921 and the Dixie 1924. C.E. Lay has tington began advertising complete plans for the H-12 been described as an "aeronautical enthusiast," president of (price $5) in 1919 in the magazine Aerial Age. Shortly after, the Cincinnati Aircraft Company in the early 1920s, and one in January 1921, the magazine ran two articles on "The who operated two Canucks from a 2,900-foot field on Duck

Editor's Note: The Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this se­ ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF

20 OCTOBER 2009 Creek Road, Cincinnati, Ohio. What the connection was be­ can be made lighter owing to the fact that fewer parts are tween C.E. Lay and Huntington remains a mystery. required, which makes this type ship inexpensive, easier to Not very much is known about Dwight Huntington since construct, and economical to operate. he doesn't appear in any of the Who~ Who in Aviation books "There are numerous advantages in building your own that we have seen. In 1928 he was an engineer on the Vulcan ship aside from the pleasure of owning your own plane. The American Moth airplane and became chief engineer when builder gains an accurate knowledge of practical aeronautics, Harvey and Wilson Doyle left to form the Doyle Aero Corpo­ he knows just what the machine can stand in flight, and can ration. He continued as chief engineer when Vulcan became make his own repairs and keep his ship in perfect trim. the Davis Aircraft Corporation in 1929. During the Depres­ liThe cost of building the monoplane described, pro­ sion years of the 1930s he worked for several aircraft com­ viding the work is done by the builder, should not exceed panies and wrote a number of articles on lightplane design $80. This figure, of course, does not include either engine that appeared in Aero Digest in 1930 and 1931, and articles or propeller. describing the new airplanes at the aircraft shows. Hunting­ liThe resistance of an aeroplane which determines the ton's last known place of employment was Skylark Aircraft horsepower required for propulSion, increases as the square Mfg. Co. of Venice, California, which he left at about the of velocity, or, in other words, the resistance of a ship trav­ end of World War II. The company was a reorganization of eling at 100 mph is nearly four times the resistance of the the Pasped Company that built the Skylark during the 1930s. same ship when traveling at 50 mph. For this reason it is While there Huntington was engineer on a pusher airplane difficult to obtain high speed without a powerful engine. project called the Skycraft 447, which was intended for the But in order to fly at a comparatively low normal speed, ei­ postwar market. One airplane of this design was built in ther a large wing area is required, necessitating a bigger and 1947. Sometime after leaving the Skylark company, Hunting­ usually heavier plane, or else a wing section of very high ton is reported to have died of Parkinson's disease. lift must be employed. The U.S.A. No. 4 section was chosen Thanks to John Underwood for information on Hunting­ because it not only gives a good lift at the angle of best LID ton's career. Huntington was a real pioneer in lightplane de­ (that is, 4 degrees), but also because it makes possible a ship sign, and the H-12 with a more reliable engine would have of ample strength and small size. probably made a very practical sport plane for its time. "The ordinates of this wing for a 54-inch chord are given The following is excerpted from A erial Age, January in the table below. 3,1921: "With a view of simplicity and ease of construction, with a minimum expense, parts difficult to make, such as metal The Huntington Motorcycle fittings, have been eliminated wherever pOSSible, and but Engined Monoplane few small parts, such as turnbuckles, clevis pins, shackles, liThe real problem in efficiency, as far as aeronautical en­ etc., are called for in the design. gineering is concerned, is to design a machine that will fly IIAs an example of the small stresses imposed upon a ship well with low power, or, in other words, a machine having of this size, let us consider the conditions of the rear struts. a heavy loading per horsepower. This, the biggest problem, The center of pressure of the U.S.A. No.4 section at 2 de­ is within the reach of the amateur builder or student of grees incidence is 67 percent of the chord from the leading moderate means. edge, equivalent to about 36 inches for the 54-inch chord. "In order to design a successful machine around a motor The front spar is located 8-3/4 inches from the leading edge, of low power, it is necessary to make accurate calculations and the rear spar 28-3/4 inches behind the front spar. At 2 and work out all details very carefully so that all exposed degrees incidence, therefore, the rear spar will carry approxi­ parts will have a minimum resistance and that the weight mately 95 percent of the total load. Each wing, of course, will be kept as low as possible consistent with safety. carries one-half the total weight, or 200 pounds. From this "The machine described was designed around a two­ we deduct 25 pounds for the weight of the wing, leaving a cylinder air-cooled Vee type motorcycle motor developing lift stress upon the wing of 175 pounds. The rear spar carries 12-15 hp at about 1800 rpm, and driving a propeller of 5 175 x 0.95 = 166.25 pounds, this stress being applied ap­ feet diameter by 3-1/2 feet pitch direct. Greater efficiency proximately 54 inches out on the wing. Since the lift strut is could be obtained, no doubt, by gearing the propeller, al­ attached to the fuselage at a point 30 inches below the wing though this change in the motor would entail some ex­ hinge, the tension in the strut will be approximately 310 pense on the part of the builder. pounds, allowing a factor of safety of 10 to design fittings ''It is well known that the wings of a monoplane are suitable for taking the specified load. more efficient than those of a biplane due to the interfer­ "Due to the simplicity of the braCing, the wings may be ence of the planes in the latter type. The two points of removed from the fuselage by one person in about five min­ prejudice against the monoplane type-structural weak­ utes and assembled in a similar length of time. As the span ness and poor vision for the pilots-have been satisfactorily occupied by the ship with the wing dismantled is only 5-1/2 overcome in recent designs. by 14 feet, the housing problem holds no difficulties. "Aside from being more efficient than the biplane, as far "Below is a table summing up the resistances of the vari­ as the supporting surfaces are concerned, the monoplane ous parts of the plane at 52 miles per hour: VINTAGE AIRPLANE 21 General Dimensions liThe wings are covered with unbleached muslin 1 yard Wingspan: 20 feet wide, sewn to the ribs and given three coats of dope. The ai­ 14 feet 6 inches Length overall: lerons are built up and covered similar to the wings; they are Height overall: 5 feet 10 inches Wing chord: 54 inches hinged to the rear wing spars by eyebolts. Wing section: U.s.A. 4 liThe four lift struts are identical and interchangeable. Angle of incidence: 4 degrees They are of solid spruce with a Navy No.1 section as de­ Dihedral: 1degree scribed in Aerial Age issue of December 29, 1919. These struts Areas have a safety factor of 12 so that an engine of 20-30 hp may Wing area (including ailerons): 80 square feet be installed in the machine if better performance is desired. Ailerons: 11 square feet They are 1-1/4-inch thick by 3-3/4-inch wide and about 6 feet Stabilizer: 5.6 square feet in length. Pin joints are provided at each end where the struts Elevators: 6 square feet join the wing and fuselage. Fittings are of cold rolled steel. Rudder: 4 square feet Weights "For both the wing and undercarriage braCing, 3/32-inch Machine empty: 220pounds cable is used in conjunction with No. 325 turnbuckles. Fuel and oil: 30 pounds Pilot: 150 pounds Fuselage Useful load: 180 pounds liThe fuselage has a length of 12 feet 5 inches, a maxi­ Total weight: 400 pounds mum depth of 33 inches, and is 20 inches wide at the pilot's Percent of useful load: 45 percent cockpit. The longerons and struts are of spruce, the former Wing loading: 5 pounds per square foot 3/4-inch square section. Diagonal bracing is of veneer strips Power loading: 30 pounds per hp 1/8 inch by 1 inch of greater width at the ends where they Performance High speed near sea level: OOmph are attached to the longerons and struts by wood screws. Cruising speed: 52mph This method of bracing has been used successfully on other Landing speed: 32 mph machines; it possesses the advantage of light weight and Range at cruising speed: 5 hours, 250 miles low cost since it does away with a considerable number of Initial climb: 240 feet per minute small parts such as fittings, turnbuckles, clevis pins, shack­ Ceiling: 7,500 feet les, wires, ferrules, bolts, etc. Factor of safety: 8 "Standard stick and foot bar controls are installed, the Powerplant foot bar actuating the rudder. For aileron and rudder, steel Type: V-type motorcycle engine tube or ash may be used, for control stick, the former be­ Cylinders: 2, air-cooled Power: 12 hp-15 hp ing preferable. Weight with magneto and carburetor: 85 pounds liThe seat is constructed of veneer, well lightened, placed low in the fuselage, 10 inches above the lower longerons. In 1. Wing drag: 25 pounds this position the pilot's shoulders come below the upper lon­ 2. Fuselage: 12 pounds gerons and consequently a fuselage of less width is required. 3. Engine cylinders: 3 pounds 4. Pilot's head: 2 pounds Undercarriage 5. Lift struts and wires: 2 pounds "An undercarriage of conventional form is fitted to two 6. Chassis: 4 pounds well-streamlined spruce Vee struts and fastened by fittings 7. Empennage: 2 pounds of 16 gauge cold rolled steel. The Vees are spaced by an axle Total resistance =50 pounds streamlined in a lifting wing section, built up of spruce and "Then, horsepower required =R (resistance) x V (veloc­ veneer, a groove running the length of the wing, providing ity)/375 =50 x 52/375 =7 hp required at the propeller. an axle rest. This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force. The Wings axle consists of a length of steel tube 1 inch outside diameter liThe wings are built up in the conventional manner, by 18 gauge by 46 inches. of spruce throughout, with the exception of the rib webs liThe wheels are standard 20 inch by 2 inch covered with which are of whitewood. Wing beams are not channeled cloth to reduce resistance. and can therefore be cut to shape on the saw. The ribs are built up with webs 1/8-inch thick, lightened, and spruce Empennage capstrips, 3/16 inch by 3/8 inch, glued and nailed to the liThe stabilizer and elevators are built up as flat plates, webs. Ribs are nailed to the spars and held in place by trian­ covered and doped in a manner similar to the wings and fu­ gular blocks. The entering and trailing edges are of spruce. selage. Eyebolts are used for hinges as in the case of the aile­ liThe drift bracing stresses are taken by 3/4-inch square rons and rudder. The control horns are also similar; they are forming a Warren truss. This method has ample strength simply a piece of steel tube 1/2 inch outside diameter by 18 for a small ship and has the advantage of cheapness and gauge by 9 inches long, flattened at the ends, after heating, ease of construction. and drilled to take the control cable shackles./I ......

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2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 918-836-4419 The inaugural EA.S.T. certified Stearman Formation Clinic flies over St. Louis

BY D ON P ARSONS

"Number 3, knock it offl" came the calm but stern command from flight leader Tonya Hodson. The four former primary trainers rolled out in unison from their turn to calm, straight-and-level flight. Number 2 in the flight couldn't have seen it, and Num­ ber 4 probably wondered what he was missing. What none of t h em but Tonya knew was that her instructor, David Burroughs, had briefed her to make the call to her flight as part of the train­ ing. Number 3 was doing nothing Lead: Numbers 2 and 3 keep their attention wrong, but hearing the call rein­ riveted on their wingman as they practice during forced that part of the training. one of the flying sessions. Strict adherence to a The training was being con­ standardized set of procedures minimizes the risk ducted by Stearman Flight, an associated with flying formation. organization dedicated to en­

24 OCTOBER 2009 Formation practice starts on the ground, after a thorough preflight briefing session.

hancing safety and proficiency Stearman PT series of biplanes. see formation training. Seven­ in Stearman formation flying. It There are 16 different organiza­ teen pilots signed up to improve is the only F.A.S.T. (Formation tions that make up the group in­ their skills and gain knowledge and Safety Team) certified orga­ volved in F.A .S.T.; the organiza­ in formation flying with eight ei­ nization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their

The flight forms up on Ralph lutes during the flying portion of the clinic.

V I NTAGE AIRPLANE 25 begin with," says Burroughs. "You almost have to be able to control the airplane almost unconsciously to maintain formation." Friday starts out reasonably early and runs until dark. Sat­ urday starts at sunrise as the in­ structors try to get people quali­ fied. Each flight takes about two hours, counting the briefing and debriefing time. "There are five phases of formation flying," says Burroughs. "Number one is the briefing. Number two is getting airborne and getting into forma­ tion. Number three is spent fly­ ing next to each other. Number four is rearranging the formation. Ralph Lutes, Mike Neubig, and Carey Hardin discuss the day's flying during And number five is the debrief­ their debrief. ing. All are done in a standard­ ized way. That's what these clin­ F.A.S.T. card. airplane is important. There are ics are about." The clinic, held at St Louis's thousands still flying. There is an Lunch is grabbed on the run. Creve Coeur Airport (aka, Dauster extremely strong core group of During the May class, one of the Field), which has Stearman­ people. We wanted to be a large local residents went and grabbed friendly grass runways, ran from and active Signatory [to F.A.S.T.]." pizza for everyone. Sub sand­ May 28 to 31. They have another Stearman Flight conducts four­ wiches were brought the next day. clinic scheduled there October day clinics. The first day, a Thurs­ "Where else can you get guys 1 through 4, along with a clinic day evening, is a ground school with this kind of experience?" at Hollister Municipal Airport in and briefing for the next day, when says Norm Beachum. "I've only Hollister, California. David Bur­ flying begins. Friday starts with a been flying (Stearmans) for two roughs, one of the Stearman flight morning review of the briefing, years; th y can teach you a lot. instructors and one of the group's answering of questions, and fa­ After thrt.e flights, I can say it's a two F.A.S.T. representatives, says, miliarization of the flight area. By real leandng experience. It's an "More training was done in Stear­ afternoon, the instructors are get­ excellent experience here, but it's mans during World War II than ting serious with the training. "You a little bit overwhelming but en­ anything else. Historically, the have to be a good Stearman pilot to joyable for a newbie." Tonya Hodson, from Marion, Kansas, was attending her fourth clinic. She had been a Stearman owner and pilot for almost 10 years. "It's so challenging," she says. "I always wanted to fly for­ mation. The hardest part as a lead is you're responsible for the entire flight. Whether it's two or eight aircraft, you're assuming a lot of responsibility." Rod Hightower, a Stearman owner-pilot based at Creve Coeur Airport in St. Louis agrees. "It's crazy hard. Probably the hardest, most challenging thing I've done in an airplane./J For more information, visit Stearman Flight on the Web at http://StearmanFlight.net......

26 OCTOBER 2009 Scott Kirby Brooks, GA • Air traffic controller and commercial pilot • Pilot since 1982 • Currently owns a 1941 Rearwin Skyranger

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Materials &Processes, Part I

In this issue, we will discuss an airframe and pow­ • Malleable, meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling; once taught at Reedley College: materials and pro­ • Hardness, meaning ability to resist distortion; cesses. Materials, meaning struc- • Brittleness, meaning allows tural and nonstructural elements little bending without breaking; of the airplane; and Processes, o 't I t b d k •Elasticity, meaning able to re- meaning how to form and fabri­ on e any 0 y ma e turn to original shape after being cate components. Older aircraft deformed; were limited in their material welded repairs to a • Fusibility, meaning ability to makeup. This was before the in­ become liquid with application vention of high-tech aluminum, heat-treated engine of heat; and so we find the earliest of materi­ • Expansion and contraction, als used. My discussion will focus mount or landing meaning reaction to heating or on some of these early aluminum cooling. types, identification, and fabrica­ tion techniques. gear unless it is So, material that has been First, let's understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated, and hardness, while a material used in manufacture: heat-treated that is soft exhibits ductility and and non-heat-treated. One ma­ which can be difficult malleability. terial gains its strength by being In order to gain strength ad­ subjected to an elevated tem­ to do unless one has vantage, pure aluminum is mixed perature for a specified period of with other elements to increase time, then quickly quenched in its tensile strength. This is called water. The other material gains the specific instructions al/oying. The most common al­ its strength through "cold work­ loying element is copper. The ing," which is a process of rolling, for original heat-treat. old designation for aluminum al­ stretching, or hammering. Heat­ loyed with copper was 17S and treated aluminum is not weldable 24S. When the material was (except alloy 6061), while non- heat-treated a -T was added, as in structural aluminum is readily weldable. 24S-T. These two alloys were commonly called dural Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T). widely used in aircraft construction. However, pure In order to rivet these materials, a special high­ aluminum is the least corrosive, so it is commonly strength rivet was needed, and A17S-T was born. used to coat the surfaces of some heat-treated alloys. A17S-T rivets had a dimple on the head for identifi­ This is called cladding. cation purposes and were driven as received. That is, There are several terms associated with aluminum: they could be taken from the shelf, placed in a drilled • Ductile, meaning flexible; hole, and driven with a rivet gun. 28 OCTOBER 2009 The old designation was replaced sometime in the on its head; the AN (Army/Navy) code will show an A 19S0s and became 17S-T (2017-T3), 24S-T (2024-T3), (AN470A4-4). and A17S-T (2117-T4). 2024-T3 is the most commonly I have fabricated fuel and oil tanks from SOS2-H34 used high-strength alloy for light, general-aviation­ aluminum (strain-hardened, stabilized, and in the type airplanes. 1/2 hard condition). My fuel lines are fabricated from It is possible to obtain any of the aluminum alloys SOS2-0 tubing in the annealed condition. This tubing in the softest state, which is annealed-designated can be bent and flared easily. with an "0" in the code. Thus there can be 2024-0, Finally, I should brief you on a few additional terms which can be hand- or machine-shaped into complex we use in aircraft structures. Stress means the load act­ parts, then hardened by heat-treating. ing on a material. Strain means the deformation of a Before we look at the strain-hardened alloys, let me material by an applied load. Strength is defined as (1) give a quick discussion of hardening by heat treat­ tensile, which means to resist forces tending to stretch ment. The pure aluminum has been alloyed primarily or lengthen material, (2) yield, which means load that with copper (and a few other trace elements). The ma­ causes initial indication of permanent displacement terial is heated in a controlled fashion in an oven to and (3) ultimate, which means load applied beyond 920-970°F, then immediately removed and quenched which the material will fail. in water. This is called solution heat treatment (SHT). There are five stresses that the aircraft will encoun­ The SHT process is similar to adding a catalyst to an ter in flight or while static on the ground. Figure 1 epoxy resin, to cross-link molecules and harden the identifies the five stresses the aircraft will encounter material. The copper diffuses throughout the material in operation. These stresses are bending, which actu­ and is cross-linked in the grain structure causing it to ally causes two types of stress to a member. The part of be very hard and strong. the member on the outside of the bend is under ten­ Aluminum alloy 2024 that has been heat-treated, sion, and the part on the inside of the bend is under naturally aged, and then rolled is deSignated 2024-T3. compression. Torsion is a twisting force. Tension tends This alloy is primarily used in structural applications to pull apart or stretches the member. Compression and must be riveted with 2117-T4 rivets (dimpled presses together or tends to crush a component. Shear head). This rivet will be coded as AD (AN470AD4-4). is most commonly developed when two components This aluminum alloy, 2024-T3, can be bent or rolled, are bolted or riveted together. When a force is applied but it cannot be shaped by hammering or stretching. It such that the two plates tend to slip, shear force is ap­ is not weldable. plied to the bolt. If the force becomes greater than the The alloys that gain strength by cold-working are shear strength of the bolt, it will be cut as if with a pair the old 2S, 3S, and S2S . New designations are 1100 of shears. (2S), 3003 (3S), and SOS2 (S2S). Alumi­ num designated as SOS2 is alloyed with magnesium. If the material is in its soft­ FIXED END est state, the designation is followed FREE END with an "0," as in SOS2-0. If these ma­ BENDING terials are strain-hardened (by cold­ rolling), an H will be displayed, as in SOS2-H. Then, two additional numbers will be added to show the type of strain­ TO RSION hardening (the first number) and the degree of hardening (the second num­ ber). An example is SOS2-H18 (strain to maximum hardness). Figure 1 Hardness (the second number) is designated by 2 (1/4 hard), 4 (1/2 hard), 6 (3/4 hard), and 8 (full hard). When a stress is applied to a piece of material, If full hard is 8, then that actually means 8/8 hard. For there is always some deformation of the material, example, 2/8 reduces to 1/4, 4/8 reduces to 1/2, 6/8 re­ even though it may appear very small. This defor­ duces to 3/4 and 8/8 is full hardness. This is probably mation of the material is called strain. If the applied a little beyond what a restorer needs to know, but it's stress does not exceed the elastic limit of the material, handy to know when you must fabricate a cockpit or the material will return to its original shape when the engine cowling. The harder the material, the stronger stress is removed. it is, but it is also more resistant to bending or shaping. It's like bending a piece of heat-treated aluminum When fabricating parts from non-heat-treated al­ a small amount by hand-let go and it will return to loys, the preferred rivet to use is the II A" rivet made its original shape. The ability of a material to return from pure aluminum. This rivet will have no markings to its original shape after being placed under stress is

VINTAGE AIRPLANE 29 called elasticity. When a material is stressed beyond its nated 1010 will not gain strength by heat-treating. elastic limit, it becomes permanently deformed. The On the other hand, 4130 that is used for most com­ point at which permanent deformation begins to take ponents comes in the condition N (normalized). place is called the yield point. If the stress is increased Normalizing is the heating of alloy 4130 to beyond the yield point, the ultimate strength of the l,600-1,700°F and allowing the material to air material will eventually be reached and, at this point, cool. When this is done, the 4130 will come out the material will rupture or break. Figure 2 shows the at a tensile strength of 90,000 psi. When you pur­ stress/strain curve related to yield point and ultimate chase chromoly tubing or sheet stock, the identi­ strength of a material. fier code will indicate 4130 - Cond N. If a part is to be heat-treated, alloy 4140 welding rod will be used, because mild steel welding rod will not take a heat-treat. Heat-treating 4130-alloy steel happens by heat­ ing it in an oven to l,575-1,625°F, allowing it to soak at that temperature, then removing it from the oven and immediately quenching it in oil. The tensile strength will be around 225,000 psi; it be­ COMPRESSION comes very hard and brittle. The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air. For instance, if the part were to be heat-treated to 125,000 pSi, the material would be heated again to l,050°F and al­ lowed to cool. All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly. In fact, alloy 1025 is quite hard to find in quantity in specific dimensions. I tried to locate Figure 2 1025 in sheet form and could not find a source. I did find alloy 1020 in quantity, but no 1025. So, I When discussing the ultimate strength of an alumi­ fabricated wing fittings for the New Standard D-25 num material, it is easy to see the difference between from 4130, a much better choice anyway. "structural" (carries in-flight and landing loads) and For chromoly structure, the most common fabri­ "nonstructural" material. The ultimate strength of cation method is welding. Brazing and riveting are 5052-H18 (strain hardened to full hard) is 29,000 psi. rarely used, but bolting is sometimes an option. The ultimate strength of 2024-T3 heat-treated alumi­ One last comment on steel alloys that were heat­ num is 68,000 psi. The ultimate strength of 6061­ treated by the factory; once a part is heat-treated, T6 heat-treated aluminum is 42,000 psi. One can it cannot be repaired unless it is subject to exactly easily see the difference between strain-hardened the same type of heat treatment. Don't let any­ and heat-treated aluminum. body make welded repairs to a heat-treated engine Other nonferrous materials used in aircraft con­ mount or landing gear unless it is re-heat-treated, struction are magnesium (the lightest metal and which can be difficult to do unless one has the spe­ most corrosive), copper (tubing), brass (screws/ cific instructions for original heat-treat. brazing rod), and bronze (bushings). We have discussed several technical items of in­ Now, I'd like to briefly discuss common ferrous terest for the builder/owner of aging aircraft. Repairs metals. Ferrous metals contain carbon, which is and replacement of components involve complex added to iron to make steel. The more carbon, the tasks. Substitution of materials should not be done harder and more brittle the metal becomes. without approval. FAA AC43.13-1B authorizes re­ The last two digits in the identifier of steel indi­ placing 1025 steel with 4130 steel, both tube and cate the amount of carbon added to the iron. Two sheet or plate. But take care not to substitute non­ types of steel were used in fabrication of older air­ structural aluminum in place of heat-treated struc­ craft: 1025 and 4130 (known as chromoly due to its tural aluminum. The results could be catastrophic. makeup of chromium/molybdenum). The amount Finally, let's finish this discussion of materials of carbon in 1025 is 0.25 percent and in 4130 is and processes with common AN hardware. Figure 0.30 percent. 3 shows typical AN bolt head markings for nickel­ 4130 will take a heat treat, 1025 a partial heat steel bolts. AN bolts come in sizes from 3/16-inch treat, and anything below about 0.25 percent carbon diameter and up. Most old aircraft don't use any will not heat-treat at all. A plain carbon steel desig­ bolt larger than l/2-inch diameter. These bolts are

30 OCTOBER 2009 designated in size by AN3 (3/16) to AN8 (8/16). The markings were simply an "X" stamped into the 3/16-inch to lIZ-inch diameter bolts are most com­ head. I removed some of these bolts from the mon in older aircraft. wings during the restoration of my 1929 Com­ They are made from 2330 nickel-steel and are mand-Aire SC3. heat-treated for strength (0.30 percent carbon), I'm still hopeful that someday we'll see some of then plated with cadmium for corrosion protec­ these factory drawings that have been stored away tion. Their threads are "rolled;" therefore, never for all these years by the FAA. These first-copy ATC use a thread cutter to re-cut the threads. A thread drawings have been and continue to be inaccessible. "chaser" may be used on occasion, but that re­ moves the cad plating. Never lengthen the threads of any fastener by using a thread cutter. Never heat a bolt for any reason if it is to be reused. And if you send bolts out for cadmium plating, make sure the plating process meets military specifications (MIL­ SPEC) standards and that the parts are baked to re­ AN STANDARD AN STANDARD AN STANOARO move hydrogen embrittlement. STEEL BOLT STEEL BOLT STEE l BOLT Type 1 plating is silver in color, while Type 2 plat­ ing is gold in color. All early aircraft used the AN310 castle nut safetied with a cotter pin. That is because "lock nuts" had not been invented yet. Both castle and lock nuts are tension fasteners, so observe the torque chart in AC43.13-1B and don't over-torque these fasteners, particularly on wood structure. Per­ AN STANDARD AN STANDARD AN S TAl'.UA~D haps I could devote a column to the proper use of STEEL BOLT STEEL BOLT STEEL BOLT fasteners in a future issue of the magazine. That's it for now. Hopefully you all have a slightly Figure 4 better understanding of structural and nonstruc­ tural application of aluminum and steel used for fabrication and repair of our aircraft. When repair­ ing or fabricating components, factory drawings VAA Backpacks are a must. The drawings will show type of material originally used, whether the parts were or were not heat-treated for increased strength. When drawings are not available is when things get more difficult.

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VINTAGE AIRPLANE 31 BY DOUG STEWART

Risk Management

think we are all in agreement is cast for how we will manage the learned first were the things that that flying is an inherently many risks of flying for the rest of stuck. To this day, I have to con­ dangerous endeavor. The risks our flying "careers." sciously check the gauges before ro­ Iwe face as we operate our air­ To this day, I still remember tation. It is not something that I do craft are numerous, and the only my first flight lesson. My instruc­ naturally, and I attribute that to the thing that really makes flying tor, since he was paid only for rule of primacy. safe is the way that we manage time when the Hobbs meter was But I have digressed from dis­ these many risks. There are many running, hurried through the pre­ cussing the numerous tools that we tools that we can use to aid in flight inspection and quickly got have available to aid us in manag­ this management. me installed in the left seat as he ing the risks of aviation. I would For some pilots risk manage­ was starting the engine. Now that like to share with you some of the ment seems to come naturally. the engine was running, he started tools that I use. The list is not all­ Whether this comes about as a re­ to take a little more time, but we inclusive but includes those things sult of one's DNA or is the prod­ all know what a horrible classroom that I have found most important uct of the way one is raised by the cockpit is, and that, combined in keeping me from being my own one's parents and early teach­ with my excitement to get in the worst enemy. ers, I am not really sure. But for air, left most of what he had to tell Heading the list of tools, for me, whatever reason, some folks are me lost to my awareness. is the concept of slowing down and just naturally cautious. For other However, I do recall what he not being in a hurry. If we rush people, however, the tendency to­ said as we taxied onto the runway through the many different tasks ward a more reckless attitude does and started our takeoff roll. "Push that we face as a pilot, the possibil­ indeed exist. the throttle all the way in, and ity of missing, or overlooking, just Charles Lindbergh once said: steer with your feet. Keep looking one small thing could lead to our "What kind of man would live out the window, and when it feels demise. So at the top of my list are where there is no daring? I don't right, pull back on the yoke." Not the words SLOW DOWN. believe in taking foolish chances, a word was sa id about checking to Establishing personal minimums but nothing can be accomplished establish that we were making full and, more importantly, adhering to without taking any chance at all." power. Nothing was said about en­ them once you've taken the trouble I guess I'm one of those types, so suring that the airspeed indicator to establish them in the first place for me, and all those like me, using was "alive." There was no mention will go such a long way in leading the numerous tools that we have of confirming that we had oil pres­ to the safe management of the risks to aid us in our risk management sure. Just " ... when it feels right, of flying. Use of the P.A.V.E. (pi­ becomes much more important. pull back on the yoke." lot, aircraft, environment, external As pilots, our first flight instruc­ It wasn't until I was working on pressures), C.A.R.E (consequences, tor usually is the person who sets my instrument rating that my new alternatives, realities, external pres­ the stage for the rest of our flying. instructor stressed the concepts of sures), and I'M S.A.F.E. (illness, The rule of primacy-the things verifying that everything was work­ medication, stress, alcohol, fa­ we learn first are the things that ing, as it should, prior to rotation. tigue, emotion) acronyms are great stick-is so true, and thus the les­ Before that, I just did as my first in­ ways to help manage your personal sons learned in those first early structor (whom I viewed as a god) minimums. Remember, too, that hours of our flight training are so told me . .. in essence, kick the tires your personal minimums are not a important. At this point the mold ...light the fires. Those things I static entity, remaining unchanged 32 OCTOBER 2009 once established. They should be you brief your passengers. If you us tools that can definitely aid us in dynamic and change as necessary brief your passengers on the con­ our risk management. In particular to reflect your currency and profi­ cepts of a "sterile cockpit," particu­ I am referring to some of the hand­ ciency, or lack thereof. larly for ground operations as well held equipment that offers us the Closely related to establishing as flight operations within the vi­ ability to obtain data-link weather personal minimums is learning to cinity of an airport, your risk fac­ information. Save for the local recognize the "hazardous attitudes" tors will definitely decrease. All it flight, it is rare that I will fly with­ that we might have residing within takes is one small distraction, cre­ out my handheld GPS giving me our being. Regardless of whether ated by a loquacious passenger, to weather information at the push of they are anti-authority, macho, in­ lead to disaster. a button. Just remember one impor­ vulnerability, impulsivity, or resig­ Be sure to also brief your pas­ tant tip relative to the use of these nation, everyone of these attitudes sengers on other ways that they tools. The information that you get could kill us. However, recognizing can assist in the management of on them is history. It is at least five them is only the first step. More im­ the risks of the flight. This will minutes old when you first receive portantly is developing "antidotes" it. The tool is fantastic for devel­ to these attitudes that will work to oping strategic plans for weather counteract them. avoidance, but it should never, ever With a set of realistic personal Even if the be used as a tactical tool! minimums, as well as a "bag" of an­ Rounding out this short list of tidotes for our hazardous attitudes, airplane we are tools that we can use to help us we will now be much less suscep­ manage our risks is the help that tible to the many "operational er­ can be gotten from air traffic con­ rors" that could remove us from a flying is as trol and flight service stations. long life of flying. More than once, as I was reaching Next on my list is the use of simple as a J-3 Cub, my wits' end in trying to resolve an checklists. Even if the airplane we in-flight problem (usually weather are flying is as simple as a J-3 Cub, the use of checklists related), a controller has come to the use of checklists can help us in my assistance. So many of us were ensuring that we have not missed can help us in taught, back in the "dark ages, " anything in the safe operation of that one should never declare an our aircraft. Mind you, I am not ad­ emergency. "If you do, you'll have vocating these checklists as "do" ensuring that we to file a report, and you know what lists, but there have certainly been that means ...." times in my flying when a distrac­ have not missed What hogwash! Controllers hate tion of some form has allowed me paperwork as much as pilots, and to miss performing some action. So anything in the they would much rather just help I put the use of checklists, to assist you resolve what you, the pilot me in making sure I haven't forgot­ safe operation of in command, determine to be an ten to do something as a result of a emergency. So don't be shy in solic­ distraction, high on my list of tools. iting help. Good risk management Cockpit organization is an im­ our aircraft. means that we will use any and all portant tool in risk management. tools available. If our cockpit is organized, then we I still want to fly for as long as I will be able to find what we need give your passengers a greater pOSSibly can. The only way I will be quickly and easily. Whether it is sense of involvement in the flight able to do that is if I manage, to the a chart or Airport/Facility Directory and make it more empowering for best of my ability, all the inherent (AFD), a sick sack, a flashlight, a them. Ways that they can assist in­ risks that accompany me in flight. snack or drink, having these things clude looking for traffic, folding Won't you join me in that manage­ placed in the cockpit in an orga­ charts, getting out food and water, ment, as we are beckoned aloft by nized fashion, so that they are read­ and if knowledgeable, tuning ra­ ... blue skies and tail winds. ily available, will definitely aid in dio and navigation frequencies, or risk management. programming a GPS. Doug Stewart is the 2004 National Unless you fly a Single-seat air­ Whereas the readership of Vin­ Certifzcated Flight Instructor ofthe Year, craft, passengers can be either a tage Airplane harkens to a day when a Master Instructor, and a designated great aid in risk management or things were much simpler, I don't pilot examiner. He operates DSFI In c. one of the worst hindrances. This think any of us can deny how some (www.DSFlight.com). based at the Co­ is completely dependent upon how of the new technology has brought lumbia County Airport (lBI)...... VINTAGE AIRPLANE 33 BY H.G . FRAUTSCHY

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

Send your answer to EAA, inclusion in t he January 2010 Be sure to include your name Vintage Airplane, P.O . Box 3086, issue of Vintage Airplane. plus your city and state in the Oshkosh, WI 54903-3086. You can also send your re­ body of your note and put

Your answer needs t o be in no sponse via e-mail. Send your II (Month) Mystery Plane" in the later than November 15 for answer to mysteryplane@eaa .org. subject line.

JULY'S MYSTE RY ANSWER

Wes Smi th of Springfield, in American Airman Volume 4, No. movie requirements for biplanes. Illinois, supplied us with the 12 for December 1961. In this The aircraft used Wright R-790 0-4), July Mystery Plane. Jack Erickson latter reference, H. Hugh Wynne Continental R-670, and other of State College, Pennsylvania, wrote an illustrated article based engines in the 200-250 hp range. knew it right away. Here's what on an interview with Lincoln, From Wes Smith, who supplied he wrote: who said that nine aircraft were the photo: The July 2009 Mystery Plane built and that several were still in I recently purchased a copy seems to be one of the Garland existence and flying in 1961. of the Schiffer book Nieuport Lincoln Nieuport 28-based The Garland Lincolns were 28: America 's First Fighter, by biplanes built in the 1930s for based on the Nieuport 28 in Theodore Hamady. movie work. Lincoln and Claude general shape but had observable I know Theodore from my days Flagg (who also designed and built differences, especially in a at NASM and trust his research. some race planes) built these in smaller wingspan and the wing Chapter 7 has an extensive various locations in California, strut structures which can be history of the three Lincoln including Van Nuys, East Los seen from photos, from the true original Nieuport 28s and the Angeles, and Glendale . This Nieuports. These changes were LF-l, -2, and -3. His information information comes from Aerofiles. necessary for WWI movie filming is somewhat different than com. Additional material is given and also for other contemporary what is on the Aerofiles website.

3 4 OCTOBER 2009 Theodore states that "LF" stood received from John W. Taylor, Air Force pilot caught in a time for "Lincoln Fighter" and not Buffalo Grove, Illinois; Tom warp); David Staken, Tempe, "Lincoln Flagg" as it states on Ramsey, Mount Juliet, Tennessee Arizona; Ed Folz, Cupertino, Aerofiles. He also goes into great (who recalled that either this California; William D. Barger, detail on Garland Lincoln and his airplane or another example Del Rio, Texas; Alexander aviation career, which included a of it starred in a February 1960 Fasolilli, Herkimer, New York; tie to the Kreutzer Air Coach, a Twilight Zone episode titled and Dave Dent, Camden, New fact which was unknown to me The Last Flight about a Royal South Wales, Australia. .... until I acquired Hamady's book a couple of weeks ago. The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling. The LF-2 and LF-3 had a Wright J-4 and J-4B, respectively. Somewhat later the LF-1 cowl was modified to Well, for fabrlc-covered have an opening at the bottom of the cowl and a fairing. The airplanes, anyway... we original three Nieuport 28s also got the idea from Ponce. had modified Thomas-Morse S-4 cowls, clipped wings, and modified interplane struts. At It's called rejuvenation, and itworks great with real first, I was thinking that the dope finishes. Spray our rejuvenator over aged dope; photo might be one of Lincoln's itsoaks in and restores flexibility for years of added modified Nieuport 28s, but I now believe that it is the LF-1, after life. It can even hide hairline cracks. And no finish the Gnome was replaced with the has the foot-deep luster of 220-hp Continental around 1950. The photo also shows no dihedral authentic polished dope. on the upper wing, which is a characteristic of the LFs, which Roll back the calendar on also had a steel tube fuselage. your plane's finish! So, our Mystery Plane is actually (probably) the LF-1 after the engine change. Photos of the LF-2 and LF-3 show a cowl 800-362-3490 that has a much greater diameter RandolphAircraft.com than the fuselage. Other correct answers were

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VINTAGE AIRPLANE 37 continued from page 3

Amelia Earhart Biopic Set for Release On October 23, Fox Searchlight Pictures will release Amelia, starring two-time Academy Award winner Hilary Swank as Amelia Earhart, founding member and first presi­ dent of the Ninety-Nines, and the first woman to be decorated with the Distinguished Flying Cross, presented after becoming the first woman to fly solo across the At­ , lantic. The movie, directed by Mira \ ' L Nair, is a biopic expected to detail Swank's portrayal of Amelia is complemented by the strong resem­ the extraordinary life of adventure, blance the Academy Award-winning actress has to Ms. Earhart. celebrity, and continuing mystery of the noted aviatrix. Fokker Tri-motor Friendship, in which the Tiger Boys' Thruxton Jackaroo, Richard Gere, Cherry Jones, and she flew as a passenger, becoming and a Beech Staggerwing all stand­ Ewan McGregor round out the cast the first woman to cross the Atlan­ ing in for air show biplanes from the for this major Hollywood produc­ tic by air. During production a few early 1930s. Grace McGuire's 1935 tion, much of which was shot in of our fellow members and others Lockheed lO-E, N1602D, is featured Canada. While a movie summary were asked to participate with their in the film as well. was not available at press time, the aircraft, and it will be interesting to After becoming the first woman movie trailer shows significant effort see to what extent their efforts will to fly across the Atlantic, Ame­ was put into creating accurate non­ appear in the movie. A quick review lia was thrust into a new role as flying replicas of two aircraft flown of the trailer shows the BOcker Jung­ America's sweetheart-the legend­ by Earhart, her record-breaking mann of Larry and Andrew Ernwe­ ary "goddess of light, II known for cherry red Lockheed Vega and the wein from Ontario, Tom Dietrich and her bold, larger-than-life charisma. Yet, even with her global fame so­ lidified, her belief in flirting with danger and standing up as her own TAiLW~66LS outspoken woman never changed. In the summer of 1937, Amelia set off on her most daunting mission yet: a solo flight around the world that she and her husband, George Putnam, both anxiously foresaw as destined, whatever the outcome, to become one of the most talked­ about journeys in history. Like most Hollywood flicks about aviation, I'm sure there will be a few nitpicky things that will annoy the most ardent observers, but any motion picture that will show aviation in a positive, ex­ citing light is bound to do some good. Look for it in your local area beginning on Friday, October 23, 2009. Share your thoughts about the movie on EAA's new online DS*-lKOS*-l, MY CiND OF V'LAC€! community, Oshkosh365 at www. Oshkosh365.org. ~ 38 OCTOBER 2009 AERO CLASSIC "COLLECTOR SERIES" Vintage Tires Something to buy, New USA Production sell, or trade? Show off your pride and joy with a Classified Word Ads : $5.50 per 10 words, 180 words maximum, fresh set of Vintage Rubber. These with boldface lead-in on first line. newly minted tires are FAA-TSO'd Classified Display Ads : One column wide (2 .167 inches) by 1, and speed rated to 120 MPH. Some 2, or 3 inches high at $20 per inch. Black and white only, and no things are better left the way they frequency discounts. were, and in the 40's and 50's, these tires were perfectly in Advertising Closing Dates: 10th of second month prior to desired tune to the exciting times in aviation. issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict Not only do these tires set your vintage plane apart from with its policies. Rates cover one insertion per issue. Classified the rest, but also look exceptional on all General Aviation ads are not accepted via phone. Payment must accompany order. aircraft. Deep 8/32nd tread depth offers above average Word ads may be sent via fax (920-426-6845) or e-mail (c/assads@ tread life and UV treated rubber resists aging. eaa.orltJ using credit card payment (all cards accepted). Include First impressions last a lifetime, so put these name on card, complete address, type of card, card number, and bring back the good times ..... expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O . New General Aviation Sizes Available: Box 3086, Oshkosh , WI 54903-3086. 500 x 5, 600 x 6, 700 x 8 MISCELLANEOUS Desser has the largest stock and Flying wires available_1994 pricing. Visit www.flyingwires.com or selection of Vintage and Warbird caIiSOO-517-927S. www.AeroList.org - Like Craigslist for the aviation community. tires in the world. Contact us SERVICES with Always Flying Aircraft Restoration, LLC: Annual Inspections, TelePhone: 800-247-8473 or 1fi 323-72 1-4900 FAX: 323-721 -7888 Airframe recovering, fabric repairs and complete DESSER 6900 Acco St., Montebello, CA 90640 restorations. Wayne A. Forshey A&P & I.A. 740-472-1481. Ohio TIRE & RUBBER COMPANY 3400 Chelsea Ave , Memphis, TN 38106 and bordering states Of Aviation Since 1920.. .. ~ www.desser.com

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

Editor: H.G. Frautschy, 9/25/09. PS Form 3S26, September 2007

VINTAGE AIRPLANE 39 VINTA GE Membershi~ Services Directory AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND EAA's VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873 OFFICERS Web Sites: www.vintageaircm(t.org, www.airventure.org, www.eaa.org/memberbenefits E-Mail: vintageairaa([email protected] President Vice-President EAA and Division Membership Services (8:00 AM-7:00 PM Monday-Friday CST) Geoff Robison George Daubner 152 1 E. MacGregor Dr. 2448 Lough La ne 800-564-6322 FAX 920-426-4873 www.eaa.argjmemberbenefits [email protected] New Haven, IN 46774 Hartford, WI 53027 •New/renew memberships •Address changes •Merchandise sales ' Gift memberships 260-493-4724 262-673 -5885 cllie{[email protected] [email protected] EM AirVenture Oshkosh 888-322-4636 www.airventure.org [email protected] Secretary Treasurer Sport Pilot/ Light-Sport Aircraft Hotline 877-359-1232 www.sportpilot.arg [email protected] Steve Nesse Charles W. Harris 2009 Highland Ave. 72 15 East 46th Sl. Programs and Activities Albert Lea, MN 56007 Tul sa, OK 7414 7 507-373 -1 674 918-622-8400 Auto Fuel STCs 920-426-4843 [email protected] stlles2009@/ive.com [email protected] Education/ Aeroscholars 920-426-6570 [email protected] • EM Air Academy 920-426-6880 www.airacademy.arg [email protected] DIRECTORS • EM Scholarships 920-426-6823 [email protected] Steve Bender Jeannie Hill 85 Brush Hill Road P.O. Box 328 Right Instructor information 920-426-6801 www.eaa.orgfnafi [email protected] Sherborn, M A 01 770 Harvard, IL 60033-0328 508-653-7557 815-943-7205 Library Services/Research 920-426-4848 [email protected] ss t l O@Col1l cast.net Benefits David Bennett Espie "Butch " Joyce AUA Vintage Insurance Plan 800-727-3823 www.auaanline.cam 375 Killdeer Ct 704 N. Regional Rd. Lincoln, CA 95648 Greensboro, NC 27409 EM Aircraft Insurance Plan 866-647-4322 www.eaa.argjmemberbenefits [email protected] 9 16-645 -8370 336-668-3650 [email protected] windsock@aol .com EM VISA Card 800-853-5576 ext. 8884 EM Hertz Rent-A-Car Program 800-654-2200 www.eaa.argjhertz [email protected] Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle EM Enterprise Rent-A-Car Program 877-421-3722 www.eaa.orgjenterprise [email protected] Greenwood, IN 46143 Lcdi, WI 53555 317-422-9366 608-592-7224 Editorial 920-426-4825 www,vintageaircraft.org [email protected] [email protected] 'odicub@cllarter." ef VAA Office FAX 920-426-6579 [email protected] Dave Clark Steve Krog 635 Vestal Lan e 1002 Hea ther Ln. EAA Members Information Une 888-EAA·INFO (322-4636) Plainfield, IN 46168 Hartford, WI 53027 Use this toll-free number for: information about AirVenture Oshkosh; aeromedical and technical aviation questions; 317-839-4500 262-966-7627 [email protected] sskrog@aoi.(om chapters; and Young Eagles. Please have your membership number ready when calling. Office hours are 8:15 a.m. - 5:00 p.m. (Monday - Friday, CST) John S. Copeland Robert D. "Bob" Lumley l A Deacon Street 1265 South 124th St. Northborough, M A 01 532 Brookfield, WI 53005 508 -393-4775 262-782-2633 MEMBERSHIP INFORMATION copela/ld [email protected] [email protected] EAA lAC Phil Coulson S. H. "Wes" Schmid Membership in the Experimental Aircraft Cu rrent EAA members may join the 284 15 Spri ngbrook Dr. 2359 Lefeber Avenue Association, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ Lawton, MI 49065 Wauwatosa, WI 53213 269 -624-6490 414-77 1-1 545 ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS rcou!so" S16@Cs ,com [email protected] membership is an additional $10 annually. magaZine for an additional $4S per year. Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ Dale A. Gustafson 772 4 Shady Hills Dr. is available at $23 annually. All major credit ICS magazine and one year membership Indianapolis, IN 46278 cards accepted for membership. (A dd $16 for in t he lAC Division is available for $SS 317-293-44 30 Foreign Postage.) per year (SPORT AVIA TION magazine dale{aye(g'>t1lS 1J .com not included). (A dd $ 1 8 fo r Foreign EAA SPORT PILOT Postage,) DIRECTORS Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS EMERITUS $20 per year. Current EAA members may join the EAA Robert C. Brauer E.E. "Buck" Hilbert EAA Mem bersh ip and EAA SPORT Warbirds of America Division and receive 9345 S. Hoyne 8102 Leech Rd. Chicago, IL 60643 Union, IL 601 80 PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S 805 -782-97 13 815-923-459 1 year (SPORT AVIATION magaZine not in­ per year. [email protected] buck7ac@gmai/.com cluded). (A dd $16 for Fo reign Postage,) EAA Membership, WA RBIRDS maga­ Gene Chase Gene Morris zine and one year membership in the 2159 Carlton Rd. 5936 Steve Court VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per Oshkosh, WI 54904 Roanoke, TX 76262 920-23 1-5002 817-49 1-9110 Current EAA m em bers m ay join the year (SPORT AVIATION magazine not in­ GRCHA

Copyright e2009 by the EAA Vintage Aircraft Association, All rights reserved. VINTAGE AIRPLANE (USPS 062·750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaaorg. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is S36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6.15. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AI RPLANE to foreign and APO addresses via surface mail. ADVERTISING -Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Members are encouraged to submH stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: EdHor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica'M are registered trademarks, trademar1

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