.J D­ o:: GEOFF ROBISON PRESI DENT, VINTAGE AIRC RAFT ASSOCIATON

Hallelujah April is upon us, and I have but one showing an interest in parking with staff, in developing and nurturing a thing to say about this: Hallelujah! their type clubs. number of alternative fundraising ef­ Preparations for EAA AirVenture We are now planning to type club forts and then using those funds not Oshkosh 2008 have already reached park the following aircraft: Cessna only to offset the inevitably rising a fever pitch for not only our key vol­ 120/140, Cessna 175, Cessna 180, costs of operating this association, unteers and staff, but also all of our Cessna 185, Ercoupes, and Swifts. but also to provide the critical fund­ valued chairmen and chairwomen, While we routinely park between 75 ing necessary each year to properly who provide much of the heavy lift­ and 100 aircraft in our deSignated host the membership during our an­ ing in preparation for the big show type club parking area, with the un­ nual convention. in Oshkosh. As I write this month's usual number of requests this year we With that said, the time has come column, it is the first of March, and already have plans in place for more yet again to appeal to the membership I just attended the initial meeting of than 200 aircraft for this designated to please give due consideration to the Vintage Aircraft Parking & Flight­ area. The pOint in sharing this infor­ supporting your association's Friends line Safety Committee. We met this mation is that if we are experiencing of the Red Barn Fund. This flagship year at the Kalamazoo Air Museum in this level of interest in January and program is the critical initiative that Kalamazoo, Michigan. February, surely we will experience a allows the VAA to provide a myriad In the midst of all of the planning large number of our members visiting of member services to the masses at that goes into preparing the Vintage us this year at AirVenture, and we find AirVenture, particularly the over­ area of the convention, we always that potential very exciting. head and infrastructure necessary to find ourselves reflecting on just how Be assured that your Vintage board make for happy campers in the Vin­ many airplanes, campers, etc. may of directors is always focused on not tage area, as well as sustaining VAA show up in our area of responsibil­ only the critical issues of member ser­ programs and services throughout ity. How many pancakes will need vices, but also the financial well-be­ the year. I cannot begin to thank the to be flipped? How many bags of ice ing of this organization. I would ask membership enough for your strong hauled out of the freezer? How many everyone to keep in mind that as in­ financial support over the many years volunteer caps and T-shirts should dividual members of the Vintage Air­ this program has been in place. The we have on hand this year? It's great craft Association, we all share in these Friends of the Red Barn program of­ to be a popular destination, but that important fiscal responsibilities. Most ferings have again been enhanced for does give us the responsibility to directly, it's your dues that provide a this year's event, so be sure to check it plan for the needs of all who attend large percentage of the funds neces­ out on our website at www. VintageAir­ the convention. sary to cover staff salaries, office ex­ craft·org/programs/redbam.html. We are currently experienCing a penses, as well as printing and postage In my January Straight & Level unique level of interest from our type costs directly related to this monthly column, you may recall I referred club representatives who want to be a magazine. As an organization, we have to a number of local fly-ins around part of our increasingly popular type carefully managed to maintain our as­ northeastern Indiana that I rou­ club parking area. Typically, in Jan­ sociation dues at their current level tinely attempt to attend each fly­ uary we hear from only a few of the for just a little more than seven years, ing season. For whatever reason, I type clubs about their opportunities a remarkable achievement given the mistakenly stated that the Fly-In, to park a number of their aircraft type constant rate of inflation present since Cruise-In event at Marion, Indiana, together at AirVenture. The unique­ our last dues increase in 200l. that Ray Johnson puts together ev­ ness of the 2008 event is aU about One of the ways the VAA board of ery year in support of the local high the number of different aircraft type directors has managed to accomplish school band was set for Memorial clubs requesting to participate, and this remarkable feat is by the cre­ Day weekend. In fact, as most of the the high number of individual aircraft ativeness of the board, as well as our continued on page 36 N E APR I L VOL. 36, No.4 2008 CONTENTS I Fe Straight & Level Hallelujah by Geoff Robison

2 News

5 Sport Pilot Q&A

6 Airplane Design Made Simple What happens behind the scenes by R.R. Osborn

10 Shuttleworth Air Displays Vintage aviation in the United Kingdom by David Macready and H.G. Frautschy

1 4 Pea Pod Pusher Dave Powell's Anderson-Greenwood AG-14 by Budd Davisson

21 A Leap of Faith by Gilles Auilard

24 American Barnstormers Tour 2008 A step back in time by Sarah "Pancho" Wilson

28 Type Club Notes High Oil Temps and Oil-Temp Gauges by George Horn

32 The Vintage Instructor STAFF Fly-In Perils-A h eightened sense of awareness is imperative EAA Publisher Tom Poberezny by Doug Stewart Director of EAA Publications David Hipschman Executive Director/Editor H.G. Frautschy 34 Mystery Plane EAA Art Director Olivia P. Trabbold by H.G. Frautschy Executive Assistant Jillian Rooker News Editor Ric Reynolds Photography Jim Koepnick 37 Calendar Bonnie Kratz Advertising Coordinator Sue Anderson 38 Classified Ads Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw COVERS Display Advertising Representatives: Northeast: Allen Murray FRONT COVER The pusher-pod-boom design concept has been around for nearly as long as air­ Phone 856-229-7180, FAX 856-229-7258, e-mail: a/[email protected] planes have been made, but few have made it in the aviation marketplace. This one is the An­ Southeast: Chester Baumgartner derson-Greenwood AG-14, restored by Dave Powell, whose dad used to work for the company. Phone 727-532-4640, FAX 727-532-4630, e-mail: [email protected] Read more about it in Budd Davisson's article starting on page 14. EM photo by Bonnie Kratz. Central: Gary Worden BACK COVER: Another in our series of British lightplane photographs taken by David Macready, Phone 800-444-9932, FAX 816-741-6458, e-mail: gilT)'[email protected] this is Alan Hartfield's Dart Kitten II, a single-place lightplane built to use the 36 hp JAP engine Mountain" Pacific: John Gibson Phone 916-784-9593, e-mail: [email protected] (a licensed two-cylinder Aeronca design). For more on the unique aeroplanes of the United King­ Europe: Willi Tacke dom, see our continuing series of photo essays beginning on page 10. Phone +498969340213, FAX +498969340214, e-mail: willi@(l)'ing-pages.col1l VINTAGE AIRPLANE FAA Mandates 21-Day Turnaround for Aircraft Transaction Notices A final rule issued by the FAA last week requires a person selling or oth­ erwise transferring ownership of a U.S.-registered aircraft to return the completed certificate of aircraft reg­ istration to the FAA Aircraft Registry within 21 days of the transaction. That requirement becomes effective on March 31,2008. This change was part of the final rule published recently that requires all pilots to replace their Get AirVenture Tickets Online Now and Save paper pilot certificate with a counter­ Admission to EAA AirVenture Oshkosh 2008 is now just a click away, with new feit-resistant plastic certificate within advance ticket purchasing available at www.AirVenture.org. The advance purchase the next two years. The FAA originally system allows EAA members and nonmembers to pre-purchase AirVenture admission proposed a five-day time limit on re­ tickets via a secure website. Both daily and weekly admissions are available, as is porting the sale or transfer of aircraft the ability to join EAA or renew a membership to receive the best possible admission but adopted a 21-day period in re­ prices available only to EAA members. This new system created by ClicknPrint Tickets sponse to comments suggesting five days was an unrealistic requirement. also gives discounts to those who pre-purchase their AirVenture tickets by June 15, Sellers will have to complete the re­ including $2 savings on daily admissions and $5 savings on weekly admissions for verse side of the certificate and en­ advance online purchases. sure its arrival at the registry within "This system responds to requests we've received from EAA members for that time. Additionally, the FAA is re­ the past several years," said Rick Larsen, EAA's vice president of marketing. quiring people applying for aircraft "People wanted the ability to fully plan for their AirVenture experience, including registration to include their printed having their tickets in hand when they arrive in Oshkosh. We're happy to make or typed name with their signature. that possible this year." This change is in response to concerns To access the advance ticketing area, go to www.AirVenture .org and connect to raised in the FAA Drug Enforcement the "Buy Now!" area. Ful l instructions and answers to frequently asked questions Assistance Act. The purpose of these are available at that site. Advance AirVenture tickets are scanned and redeemed for changes is to upgrade the quality of the appropriate wristbands at AirVenture admission gates. data and documents to assist federal, state, and local agencies to enforce the EAA AirVenture advance ticketing is made possible through support from nation's drug laws. Jeppesen. "Jeppesen is a longtime supporter of EAA AirVenture and enthusiastically supports FAA Issues Final Rule on Airmen this new online advance ticketing system," said Rhonda Larance, senior manager of Certificate Replacements business and general aviation marketing at Jeppesen. "Just as Jeppesen products The FAA has issued a final rule that help pilots plan their Oshkosh journeys each year, this advance ticketing system will will require all pilots to replace their help AirVenture attendees be more fully prepared to participate in this great event." paper airmen certificate with a coun­ ClicknPrint Tickets (www.ClicknPrint.com) is the pioneer of online print-at-home terfeit-resistant plastic certificate by ticketing and an industry innovator, providing ticketing services for more than 125 March 31,2010. After that date paper air shows and other sporting events. Through ClicknPrint's services, tickets can pilot certificates may no longer be used be purchased online using any Internet-connected computer. Those tickets are to exercise piloting privileges. Three transferable and can be reissued if lost. years after this date, certain other paper airmen certificates, such as those for "ClicknPrint Tickets is thrilled to be the online ticketing provider for EAA AirVenture flight engineers and mechanics, may Oshkosh," said John Haak, an EAA member who is also ClicknPrint Tickets ' air no longer be used to exercise the privi­ show specialist. "The goal is to make it easy for EAA members and other AirVenture leges authorized by those certificates. attendees from all over the world to pre-purchase their tickets as they plan for their Student pilot certificates, temporary experience at Oshkosh." certificates, and authorizations are not

2 APRIL 2008 affected under this rule. These changes AirVenture Quick Links are in response to concerns raised in the FM Drug Enforcement Assistance Act. For the latest EM AirVenture information, visit www.AirVenture. The purpose of this rule is to upgrade org. Use the handy links below to help plan your visit in 2008! the quality of data and documents to • Admission: www.AirVenture.org/2008/planning/admission.html assist federal, state, and local agencies to enforce the nation's drug laws. EAA • Lodging: www.AirVenture.org/2008/planning/where_to_stay.html has supported changes to more secure • Flying in: www.AirVenture.org/2008/f1ying/index.html and counterfeit-proof certificates con­ • Airline discounts: www.AirVenture.org/2008/f1ying/airline_ sistently since September II, 200l. discounts.html EM encourages its members to replace their paper certificates soon, keeping in • RideShare: www.AirVenture.orglrideshare mind there is currently a slight back­ • Services: www.AirVenture.org/2008/planning/services.html log at the Airmen Registry branch with • AirVenture Planning Guide: www.AirVenture.org/2008/ many pilots seeking replacement cer­ planning/08-planning J}uide.pdf tificates to comply with the new ICAO "English Proficient" endorsement re­ • AirVenture Schedules/Maps: www.AirVenture.org/2008/ quirement. To make the replacement planning/forms_schedules.html process as quick and easy as possible, the FM has set up a system that allows industry and FAA representatives. The binding ties throughout EM's certificate holders to request a replace­ The team's objective is to assess 55-year existence are founders Paul ment online at https://AmSrvs.Registry. the adequacy of the various airwor­ and Audrey Poberezny, who not only FAA.gov/amsrvs/logon.asp. thiness processes currently in place created the organization but over these throughout the airplane's service life many years also preserved its history Send Us Your AirVenture and, if appropriate, look for ways to and culture. They saved countless Waypoints, Fuel Stops improve those processes. The review personal mementos-letters and cor­ Airport facilities that will be provid­ team is a separate but complemen­ respondence, photographs, a wide as­ ing special offers to EMers traveling to tary effort to the Safer Skies safety sortment of artifacts-the very heritage and from AirVenture Oshkosh can send initiative formed in the late 1990s of the Experimental Aircraft Associa­ their information to EM for inclusion and early 2000s. The FAA credits tion-so that future generations might on the AirVenture website. Safer Skies with helping start the cur­ understand its story. If you have a landing facility and rent downward trend in the num­ EAA is proud to announce the Found­ would like to be on the list, send an ber of small airplane accidents in the ers' Wing, an exciting plan to create an e-mail to [email protected] and United States. appropriate display of this treasured col­ include the name of the business, Team members worked to identify lection in the EAA AirVenture Museum airport, phone number, e-mail ad­ the major airworthiness processes, in Oshkosh, Wisconsin. dress, and any special offers you'd procedures, and policies applied A True Account of EAA History like to announce. We'll be continu­ throughout the entire small airplane For many organizations, it would ously updating the online list at www. life cycle; major "myths" between the be difficult to accurately describe their A irVenture.org/2008/flying/alternate_ different areas of certification, main­ history. Fortunately for EM, Paul and airports.html in the days, weeks, and tenance, and operations; and rele­ Audrey have lovingly preserved it; re­ months leading up to AirVenture vant general aviation safety/accident search is not required, because they've Oshkosh 2008. studies to determine if any additional already done the hard part. And, of studies need to be done. course, they're still with us. EAA, VAA Join Small liMy parents' collection represents Airplane Certification Process EAA Founders' Wing: Embracing more than memorabilia," said EM Pres­ Review Team Our Heritage for Aviation's ident Tom Poberezny. lilt preserves the Representatives from EAA and the Future Generations culture and the history of an organiza­ Vintage Aircraft Association (VAA) Innovation, a family culture, tion that has truly made a difference traveled to Kansas City, Missouri, in dreams, and high standards are among in aviation. Organizations can spend early February to participate in the the core values that have made EM a millions of dollars to rebuild their his­ first meeting of the FAA's Small Air­ unique organization beloved the world tory after it's too late. I'm pleased to say plane Certification Process Review over by people who share the passion that under their leadership, EAA has Team. John Hopkins, manager of air­ for flight. Those values are intangibles not made that mistake. craft maintenance for EAA, along with that can be lost if we do not carefully liThe EAA AirVenture Museum H.G. Frautschy, executive director of maintain our focus and dedication to stands as a testament to the spirit of the VAA, attended along with other the ideals established by our founders. EM members. My parents' collection

VINTAGE AIRPLANE 3 represents the core culture that fos­ man of the Founders' Wing Fundrais­ Upcoming Major Fly-Ins ters that spirit and innovation." ing Committee. Sun 'n Fun Fly-In A Two-Tiered Approach "The opportunity to help enable Lakeland Linder Regional Airport (LAL) , While still in the early planning one man's dreams and a lifetime of Lakeland, Florida stages, the Founders' Wing will have memorabilia to be permanently dis­ April 8-13, 2008 two distinct display areas located in played and accessible to all our mem­ www.Sun-N-Fun.org the repurposed (not new construc­ bers is an opportunity I did not want Golden West Regional Fly-In tion) space within the museum's res­ to miss," Telling said. "Paul's vision Yuba County Airport (Myv), toration center: a public area and a and legacy will live on and, I expect, Marysville, California members' area. Elissa Lines, EAA vice touch a million more lives long into June 6-8, 2008 president of donor and business rela­ the future with the establishment www.GoldenWestFlyln.org tions, explains. of the Founders' Wing. Working to­ Virginia Regional Fly-In "People less familiar with EAA may gether we can be a part of his dreams Suffolk Executive Airport (SFQ), not be aware of what the organization and vision." Suffolk, Virginia is beyond the large air show that takes June 14-15, 2008 www. VAEAA.org place every summer," she said. "Our ob­ New AD Proposed for Taylorcraft jective for the public area is to educate A, B, and FModels Rocky Mountain Regional Fly-In visitors how people, drawn together by Front Range Airport (FTG), The FAA in mid-February proposed Watkins, Colorado a common passion for grass-roots avia­ to adopt a new airworthiness directive June 27-29, 2008 tion, forged a unique spirit and cama­ (AD) for Taylorcraft A, B, and F models www.RMRFI.org raderie that literally changed aviation requiring inspection of the wing strut Arlington Northwest Fly-In through the promotion and advance­ attach fittings for corrosion or cracks. Arlington Municipal Airport (AWO), ment of personal flight." This is in addition to the earlier AD is­ Arlington, Washington The public area will feature artful sued in October 2007 to inspect the July 9-13, 2008 displays of photographs, documents, wing struts themselves. (That AD was www.NWEAA.org and other visual elements from Paul revised on February 22, 2008, as Taylor­ EM AirVenture Oshkosh and Audrey's collection. The mem­ craft AD 2008-04-09.) Wittman Regional Airport (OSH), bers' area, The Paul and Audrey Po­ If any corrosion or cracks are found Oshkosh, Wisconsin berezny Library, will provide a more in the wing strut attach fitting, repair July 28-August 3, 2008 privileged view exclusively for EAAers, or replacement would be required. If www.AirVenture.org who'll be able to delve more deeply not corrected, this condition could Mid-Eastern Regional Fly-In into the early days of the organization result in failure of the wing strut at­ Mansfield Lahm Regional Airport (MFD), with a more detailed review of EAA's tach fittings and lead to wing separa­ Mansfield, Ohio history and culture. TBD tion and loss of control. The proposed www.MERFI.info Also planned is a large open space AD comes after analysis of data col­ on the main floor usable for special lected from an accident involving a Southeast Regional Fly-In events, eliminating the often cum­ Taylorcraft Model BF12-65 airplane, Middleton Field Airport (GZH), Evergreen, Alabama bersome rearrangement of museum in which a wing separated from the TBD space currently required for such airplane after the wing strut attach fit­ www.SERFI.org functions. ting failed due to corrosion. Copperstate Regional Fly-In Volunteer Committee to Lead EAA's government relations depart­ Casa Grande Municipal Airport (CGZ), EAA board member Fred Telling, ment and VAA will review the wing Casa Grande, Arizona who was moved to pledge his support strut attach fitting notice of proposed October 23-26, 2008 after Paul and Audrey committed rulemaking and will solicit input from www.Copperstate.org their personal support and that of the Taylorcraft type clubs before submitting U.S. Sport Aviation Expo Sport Aviation ASSOciation, is chair- its comments to the FAA...... Sebring Regional Airport (SEF), Sebring, Florida Membership Means More January 22-25, 2009 If you're planning to be in Lakeland, Florida, for the annual Sun 'n Fun Aero Friedrichshafen Messe Friedrichshafen (EDNy), Fly-In, you're invited to join your fellow members and chapter leaders Friedrichshafen, Germany for a special presentation on Wednesday night, April 9, in the Sun 'n April 2-5, 2009 Fun Pavilion. This gathering, hosted by EM President, Tom Poberezny, will feature announcements of new member value offerings, updates on For details on EAA chapter fly-ins important issues, a special preview of EAA AirVenture Oshkosh 2008, and other local aviation events, visit plus information on the EAA Founders' Wing in the EAA AirVenture www.EAA.org/calendar Museum. We look forward to seeing you there.

4 APRIL 2008 Question: I have a private pilot Question: I applied for a third driving privileges are vision changes, flying as a sport pilot needing a flight class medical, and the FAA wanted loss of consciousness, impairment of review. His kit aircraft, though having additional tests. I did not complete judgment, loss of motor function, two seats, will not accommodate both them due to the cost. Is this and seizures or blackouts. If you have pilot and this CFI. I wish to offer him considered a denial? experienced anyone of the above, the flight time in a Piper Cherokee, Answer: Unfortunately, yes. Once even temporarily, you need to verify though some feel that this would not the application for an FAA medical is with your state department of motor suffice. I cannot see an exclusion in started, the aviation medical examiner vehicles that your driver's license is the FARs, and as long as I can evaluate is legally required to forward the still valid. In addition, you should his abilities, it seems to satisfy the application to the FAA. Ifan applicant consult with your family doctor intent of the review. fails to provide all the requested about the advisability of piloting an Answer: A pilot is allowed to information, the FAA denies the aircraft. If your license is suspended perform a flight review in any application for "failure to provide." or revoked due to traffic violations aircraft for which he or she is rated. A If you started an application and for or alcohol/drug related convictions, private pilot with an airplane single­ whatever reason did not receive a you cannot use your state driver's engine-land rating is allowed to take medical, then you have been denied. license to establish medical fitness a flight review in any single-engine­ and would have to possess a third­ land airplane that doesn't require Question: What is meant by "valid" class medical certificate to fly as a a type rating. The pilot does not state driver's license? sport pilot. have to be eligible to act as pilot in Answer: Your state driver's license is command (PIC) in order to take the valid as long as you comply with the For more information on oper­ flight review. The pilot you describe laws of your state. Most states require ating your sport pilot-eligible vin­ would not be el.igible to act as PIC you to stop driving and notify the tage airplane as a sport pilot, please in the Cherokee, but certainly he is state department of motor vehicles if visit EAA's comprehensive web­ rated for the aircraft. Thus, with you you have a significant change in your site on the sport pilot rule at www. acting as PIC, he can perform the health. The more common medical SportPilot.org...... flight review in the Cherokee. issues that require suspension of

VINTAGE AIRPLANE 5 -;:r·_,. --:> ---.- AIRPLANE "II ) ESIGN MADE SIMPLE What happens behind the scenes

R.R. OSBORN As PUBLISHED IN AVIATION AND BY K.D. W OOD IN HIS BOOK AIRPLANE D ESIGN. FIRST PUBLISHED IN 1934

FOREWORD know, to learn from them the reason­ ufactured by the Chief Engineer's The study of airplane design must ing and processes by means of which golfing partner. Designer asks the be a study of airplane designers, and a new airplane is created. They were world howinell he can turn out a should preferably include a portrayal glad to tell us their experiences and good ship when he has to use an of the conditions under which com­ we have condensed all of their stories engine like that one? Chief Engi­ mercial airplanes are commonly de­ into the following, which might be neer's golf game gets poorer so that veloped. The following articles from said to be the high points in the life his partner beats him regularly. De­ Aviation by R.R. Osborn were written of an average airplane in its journey Signer ordered to shift to the best prior to 1940, and while no longer as from the drafting board to the field: engine available in another com­ applicable as at the time of their orig­ "As his favorite layout draftsman pany. Designer asks the world how­ inal writing, they present some per­ is working up some advertising for inell h e can turn out a good ship sonnel aspects of the development the sales department, the DeSigner around an engine like that one? engineering problem that are still, is much discouraged to find that he "President sends in a note stat­ with important variations, involved will have to use an inexperienced ing that the watchword is economy, in many development projects. man and do the figuring and calcu­ and that all new designs should have "Lately we have been very much lating himself. cheapness of construction and econ­ surprised to find that airplane design "Designer calls for a wingspan of omy of operation as their major crite­ and construction seem to be very 37.5 feet. Layout draftsman misun­ ria. Design is altered to suit. mysterious to some people associated derstands his writing and lays out the "Designer hears that the Whoosis directly with the industry, as well as airplane to have 375 square feet of Airplane Company is laying out a to the general public. They have no wing area. competing model with gull-shaped idea why a biplane is used for one "A irplane originally laid out as wings. Immediately scraps his de­ type of airplane and a monoplane for a monoplane. New Department of sign and starts over again with gull­ the next type. They probably wonder Commerce Inspector shifted to the shaped wings. Simultaneously, the why the engine installed was selected, district. New Inspector has a great designer of the Whoosis Airplane and why the cabin or cockpits are ar­ preference for biplanes, so design is Company has scrapped his drawings ranged as they are. In fact, in some changed to a biplane. and starts new layouts using butter­ cases they have even wondered why "President sends in word that fly-shaped wings, after hearing that the ai rplane was ever built. Realiz­ speed is essential in all new aircraft of the WhatisAirplane .Company is pro­ ing that some information along this the immediate future, and airplanes ceeding on that basis. line would probably be appreciated must be designed mainly for speed. "President returns from a tour by our readers, we have interviewed a Design is altered to suit. around the country. Circulates notes number of experienced designers we "Engine selected is the one man­ to the effect that the present trend is

6 APRIL 2008 toward better vision for the pi­ cowl. Project Engineer has draw­ lot, and that all other features, ing made to suit and sends draw­ including speed and cheapness ing in to Chief Engineer, pointing of construction, should be com­ out that his new design will prob­ promised to obtain better vision ably add 4 mph. for the pilot. Design is altered "Landing gear was laid out to suit. for large-diameter wheels. "President sends in word that Somebody invents small-diam­ the crying need of this country eter wheels and sells them to is a good 5-cent Cigar. Design is the Purchasing Agent. When altered to suit. they are applied to the ship it is "Shop makes an error in found that the propeller ground building the fuselage a foot too clearance is too small. Proj­ short. In exchange for previous ect Engineer announces that shop favor in covering up one of a three-blade propeller will be his errors, the Designer writes a long used because of high propeller tip treatise to the Chief Engineer point­ speeds or something. ing out the trend to shorter fuselage DURING SETUP "During setup operation, upper lengths, suggesting that the fuselage wing is found to interfere with a be made shorter by 1 foot. Chief Engi­ OPERATION, beam in the roof of the factory. Af­ neer does not grasp the full meaning ter comparing costs of altering the of the obscure part of the Designer's beam in the roof or changing one set calculations, so issues order to have UPPER WING IS of wing struts, gap between the wings the nose of the fuselage shortened by is decreased by 6 inches. 1 foot. Designer and Shop Superin­ FOUND TO INTERFERE "First weighing of the ship shows tendent talk it over and decide they the center of gravity to be badly out of had better just cut 1 foot off the nose position. Upper wing is taken off and and say nothing more about it. WITH A BEAM IN changed to one of large sweep back "Engine finally arrives for installa­ to balance the ship. Chief Engineer tion in the ship. Turns out that the en­ THE ROOF OF sends note to President explaining gine company had decided to build a delay as necessary, as sweepback has nine-cylinder engine instead of a sev­ to be used to improve pilot's vision. en-cylinder engine. Long correspon­ THE FACTORY. "At the field 1 foot of left wingtip dence between airplane company is knocked off on a hangar door. One and engine company to determine if AFTER COMPARING foot is sawed off the other tip to match, two cylinders shall be taken off or if and both ends are faired off neatly. engine mount shall be changed. Mat­ "The airplane is put over the speed ter finally settled by flipping a coin. COSTS OF ALTERING course and is found to have a high Engine mount is changed. speed 5 mph more than the Designer "On installation of the engine it THE BEAM IN expected, but 5 mph less than he is found that the carburetor inter­ wrote in the preliminary specifica­ feres with the center landing-gear tions. This speed is 10 mph more than fitting. Engine sent back to the en­ THE ROOF OR the Design Engineer expected and 10 gine plant to be made into a down­ mph less than he promised the Presi­ draft carburetor. When the engine CHANGING ONE SET dent. The speed is 15 mph more than returns it is discovered that the new the Sales Manager expected and 15 carburetor interferes with the oil mph less than he wrote into the pre­ tank. Sends engine back to engine OF WING STRUTS, liminary advertising copy. plant to be made over into a solid­ "Knowing his organization thor­ fuel injection engine. GAP BETWEEN THE oughly, the speed is exactly what the "None of the shop cowl workers President anticipated." understanding English, Project Engi­ neer waves his arms around in the air WINGS IS DECREASED AN AIRPLANE DESIGNER to show them what type of wing fillets BEGINS A NEW PROJECT he wishes. Thinking he is referring to BY 6 INCHES. "Having finished the morning pa­ the engine compartment cowl, they per the DeSigner leans back in his turn out a startling new idea in engine chair and starts to read over the cus-

VINTAGE AIRPLANE 7 tomer's specification for the nant race with watchman. new airplane. "Back in office starts reading "Thinks it would be a good over specifications again. idea to underscore with red "Admires lettering on cover pencil the parts of the custom­ of new notebook and then num­ er's specification that will affect bers pages therein, using orna­ the design. After completing mental figures. four pages finds that he has un­ "Suddenly realizes that if he derscored all but three words so is to turn out design that is abso­ throws down specifications in lutely up-to-date it will be neces­ disgust. sary for him to read up on latest "Goes into Drafting Room to developments here and abroad discuss latest sporting news with as noted in aeronautical maga­ favorite layout draftsman. Finds zines. Gets magazines and reads him busy on a rush job for another AFTER COMPLETING all social and political news therein. designer. Dashes into Chief Engi­ Makes mental note to read technical neer's office and pounds on desk, de­ FOUR PAGES FINDS articles later. manding that favorite draftsman be "Wanders down into shop to watch transferred to his project and moved operation of new riveting machine. into his office to assist, as no other THAT HE HAS "Talks over international political draftsman is able to understand what situation with foreman of the sheet he wants done. Chief Engineer grunts UNDERSCORED ALL metal shop. and says he'll think about it. "Hears report that new airplane "Wanders through drafting room BUT THREE WORDS built by competing has landed at field looking at work being done for other so drives over to see if there are any designers and offering suggestions, SO TH ROWS DOWN new ideas thereon to be appropriated. which involve scrapping all drawings Looks ship over carefully. Points out and starting over again. to foreman of Hangar Crewall details "Designer is startled on return­ SPECIFICATIONS that were improperly designed and ing to his office to find that favorite expresses amazement that competi­ draftsman has already been moved in IN DISGUST. tor managed to get a large production and is ready to go to work. order on such a poor airplane. "Suggests that centerlines be the specification again. "Walks down to the School Hangar drawn here, here, and here, and re­ "Factory Superintendent calls up to watch students practicing landing. turns to desk for contemplation. and says would like him to look at a Comes to conclusion that modern "Reads through specification hur­ fitting of his design that is giving him landing gears are pretty good after riedly and then slams it down on trouble in shop. Designer says that all. desk, asking howinell customer ex­ he'll be down immediately to look "Back at office starts to read over pects to get all that in one airplane. at it. Shop Superintendent faints at specification again but notices that "Looks at drafting board and sug­ other end of phone as he expected his slide rule is in need of cleaning. gests that centerlines be moved to that Designer would manage to get Decides he had better clean rule thor­ here, here, and here to allow more down to see fitting in about three oughly as he will be using it a lot. room for expansion of sketches. days, as usual. "Also notices t hat desk drawer "Lights cigarette and starts reading "Returns to office and starts in on in which he keep cigarettes, rubber specification again with determina­ specification again. Notices grasshop­ bands, chewing gum, paper clips, tion. Discovers that latest model of per on windowsill. Studies unique smoking tobacco, and pipe cleaners engine is called for. Swears blue streak details of grasshopper and considers is in need of fixing up. Takes consid­ but is secretly glad as draftsman will application of catapulting gear for erable care in working out good ar­ be kept busy for a few hours making a Navy ships. rangement of contents. scaled-down drawing of engine. "Goes over to golf club for lunch "Sees that it is almost quitting time "Gets new notebook and paper and discusses merits of new design of and if he doesn't hurry he will prob­ filler from stockroom and letters clubs with professional. ably hold up the starting time of his name of new project and his name "Returns to plant and as he passes golfing foursome. Puts on hat and coat carefully on front cover, inking letters watchman's gatehouse hears impor­ and wanders over for look at drafting with beautiful shading. tant baseball game being broadcast board. Observes that favorite drafts­ "Places feet on desk and starts try­ on radio. Listens to several innings, man has made progress on prelimi­ ing to concentrate on the details of discussing probable outcome of pen­ nary sketch for new design." ~

8 APRIL 2008 Rudolph (Rudy) Ribbeck Lake Wylie, SC

• Dual rated ATP • Flight engineer • 15,000+ flight hours • 20-year u.s.Army pilot (Vietnam vet) • Air/ine and corporate pilot experience • Currently flies TV news helicopter

"My father and grandfather were both pilot/mechanics so airplanes have always been in my blood. I've always loved old airplanes, especially old round-engined airplanes. For the 15 years we've owned Bigbird, I've depended on the fine folks at AUA to provide all my airplane insurance needs. They can always be counted on for professional, courteous, cost­ competitive service"

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AUA is Vintage Aircraft Association approved. To become a member of VAA call 800·843·3612.

AUA's Exclusive EAA Vintage Aircraft Association Insurance Program lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages No component parts endorsements BAE Systems maintains its connection to its past wHh the ownership of this 1946 Avro C.19 Series 2 Anson, G-AHKX, serial number 1333

Vintage aviation in the United Kingdom

BY DAVID MACREADY AND H.G. FRAUTSCHY

Here are more images from the camera of David Macready of the United Kingdom. We hope that you enjoy this fea­ ture, which will appear on a regular basis in the pages of Vintage Airplane, and we encourage members in other foreign lands to share high-quality digital images of their unique aircraft with us as well. If you'd like submis­ sion guidelines, please drop us an e­ mail at VintageAircra([email protected].

Another beautiful twin is the Miles M65 Gemini lA G-AKKH, being flown in formation with Miles M3A Falcon, G-AEEG.

10 APRIL 2008 Frank Chapman flies this rare Gloster G.37 Gladiator 1, G­ AMRK (4231427), serial number L8032, buiH in 1937. Owned by the Shuttleworth Collection.

VINTAGE AIRPLANE 11 Here's the only example built of the Air Navigation and Engi­ neering Company Ltd. ANEC II. Registered as G-EBJO, it is serial number 1, built in 1924. Owned by the Shuttleworth Collection, the display pilot was Roger Bailey.

12 APRIL 2008 Above right: Amazingty, all four Chilton D.W.l and D.W.1A aircraft built are still in existence; G-AESZ is se­ rial number 1, built in 1937. A fascinating history of the company and its roots is available on the web at www. Chilton-Aircraft. co. uk and at www.PilotFriend.com. Search the site for Chilton D.W.l. Roy Nerou is the owner of the Chilton, which is powered by a 32-hp Carden-Ford water-cooled engine, an aero adaptation of the Ford 10 1172-cc motor car engine, equipped with dual magne­ tos. Three D.W.l aircraft were built and one D.W.1A, powered by a French 44-hp Train engine. Preserved at the Shuttleworth Collection, Old Warden Aerodrome.

The single-seat 1937 Dart Kitten II is powered by a two­ cylinder 36-hp Aeronca-JAP engine. Another of the very light planes built prior to the outbreak of World War II, the G-AEXT is Kitten serial number 123, and it's owned by Mr. A. Hartfield. The Kitten II has a wingspan of 31 feet, 9 inches and an all-up weight of 832 pounds. Pea Pod Pusher Dave Powell's Anderson-Greenwood AG-14

BY BUDD DAVISSON

Quite often, one of the driving edges of aviation history as a flying in the Houston area, where the com­ factors in choosing a sport aircraft is machine gets, even though it's not pany was originally located. It took a trying to find something just a little that old. Dave, however, didn't restore little sleuthing, but we finally found "different." Let's face it, it's fun to have the AG-14 because it was unique. He them separately owned by two close people come up to you at the gas pump started the project because his father friends who had plans to restore them with the familiar "what is that?" look had worked for Anderson-Greenwood together. But they weren't pretty. in their eyes. Dave Powell of Rogers, from the mid-1950s on, beginning "I talked one of them into selling Arkansas, knows that look well, and shortly after the AG-14 era, and he me serial number five-the last one even after he tells them his airplane is liked the family connection. Plus, it produced-and then set about trying a 1953 Anderson-Greenwood AG-14, was to be a father/son project. to find all of it," he says. "It was to­ the questioning look doesn't disap­ Dave says, "The first project was just tally disassembled and about 75 per­ pear: The AG-14 is one of those air­ finding an AG-14. Only five were built, cent complete and spread throughout planes that's about as far out on the but two were supposedly somewhere bedrooms, his garage, and backyard.

14 APRIL 2008 Dave Powell

and saved me an enormous amount Powered by a 90-hp Continental of work, not to mention even more driving a special Hartzell pusher money, was that two different com­ panies tried to revive the design in the propeller, the AG-14 is one of the '50s and '60s. I started tracking down the parts that had reportedly been built most recognizable "waaszat?" air­ by those companies, which had been planes in the United States. Far led by Ray Hubert in California. He had planned on putting the airplane more people have seen a photo of back into production in the '60s and had actually made partial parts sets the airplane than have ever seen a for 25 airplanes. His plans included re­ real one. There are four remaining naming the airplane the Space Coupe. I tracked down his grandson, an A&P AG-14 airplanes. mechanic who had traveled through many states with the parts. When we It was a real scavenger hunt and most than that. The parts that worried me finally talked, it turned out he had got­ of it had been sitting outside in Hous­ the most were the spar carry-through ten tired of moving and storing the ton's corrosive atmosphere for the extrusion, which had intergranular parts and had sold them. With his help entire 30 years." corrosion, and the damaged "fuse­ I finally found the parts in Oregon, Besides having been attacked by lage" skins, all of which were stretched two owners later. When I talked to the the elements for all of those years, formed at the factory, so they were go­ owner he said he wouldn't sell me just the airplane had been abused long ing to require some compound alumi­ the parts I needed. I had to buy the en­ before it went derelict. num forming, which I know nothing tire batch, whil;h was a lot of stuff, or "The airplane had been flown a about. At the time, I didn't realize how get none of it." surprising amount, over 900 hours, critical the propeller was, being a su­ Dave knew he was in an extremely and that was probably because it had per-rare Hartzell 'Hartzelite' pusher, or I weak bargaining position. He desper­ a hole hacked in the bottom for a would have worried about that too." ately needed the parts and the seller camera, so someone had been using When Dave got his rather bedrag­ knew it. He was almost afraid to ask the it for aerial photography. gled-looking treasure home and seri­ obvious question for fear the answer "All of the systems were missing and ously evaluated what he had and what would be a staggering number. the instrument panel had been liter­ he was going to have to do, he realized "I finally asked him how much and ally cut out and partially replaced with the center-section spar could be a deal held my breath," he laughs. "He came a fiberglass glareshield and new-style breaker. It was an extrusion that was back with $2,500, which I could hardly shock-mounted instrument panel. made specifically for Anderson-Green­ believe! Still, I kept my cool and offered Hardly original! The interior was com­ wood and, with the AG-14 being a cer­ $2,000, which he took. I wasted no pletely gone and the wing skins had tified airplane, he couldn't just hog one time grabbing my 8-year-old son and been removed. Plus, just about every­ out of billet on a CNC machine and jumping on an airliner. We rented the thing we looked at had at least surface calUt a day. The feds wouldn't let him. biggest truck we could find and then corrosion and some parts were far worse "What made this project possible spent a 12-hour day loading it. At the

VINTAGE AIRPLANE 15 11Ie view over the nose can be a bit disconcerting, since there's no nose out there to use when gauging the pitch angle. Aquick glance to the side will confinn the angle. Not until helicopters went into regular production was there such an unobstructed view from a post-World War II aircraft.

end, it was so packed that I was literally just jamming stuff inside the doors. I felt as if I had just won the lottery." This time when he arrived home with a treasure trove of airplane parts they didn't look as if they had been lying on the beach because they were all new old stock (NOS) and had been stored inside. Because of handling dam­ age accumulated over the years (they changed hands three times) they may not have been pristine, but they were close enough. "I had so much more stuff than I could use that it wasn't funny, but at least I had the critical parts that were going to be really hard to duplicate. I had two fuselage pods, one of them on its wheels, and about 40 spars, a bunch of booms, tons of castings, and some unmachined extrusions for the carry through. At the same time one of Dad's retired friends from Anderson-Green­ wood told me he had the original pen­ cil-drawn prints for the plane! So now I was set with both the parts and the prints and I was ready to move forward and get the airplane back into the air." He took his original fuselage down to get it soda blasted, then started re­ placing skins on the fuselage/pod. When he was finished, he had about

With a special prop extension shaft, the ground-adjustable Hartzell's hub is seen in the shot of the Continental C-90 nes­ tled in the back of the fuselage pod.

16 APRIL 2008 a fifty-fifty mix of new and old skins and the pea-pod fuselage was look­ ing good. "When I started this, Dad was a great help for about the first haIf, but then he got sick with cancer and we lost him, I was on my own, now wanting to see it fly in his memory. It was obvious that although it was a little airplane, it was a big job. Everything led to something else and each time I drilled out some rivets, I found more corrosion. By the time we were finished we had taken the wings apart down to the spars and built them up almost from scratch with all new skins." The wings were a special problem in that they were skinned with .016 aluminum, which is one thickness up Decades of outdoor storage in the Houston, Texas, area wreaked havoc on the from tinfoil, and is one reason all the original structure of the AG-14 originals were in such poor condition. Plus the wing construction itself was unique (see sidebar) and required some creative restoration to do it right. The spars, for instance, aren't your normal smooth-web-riveted-to-capstrips, but have vertical corrugations for stiffeners. Fortunately, he didn't have to replace any of the webs, but he came close. "Oddly enough," Dave says, "con­ sidering what a unique little airplane it is and how few were built, one of the hardest things to come up with was the oil-temp gauge. I had the part num­ ber, but had a terrible time finding one. Then someone told me he thought Stinsons used something similar so I A couple of shots of the structure of got on the Stinson forums and came the AG-14 during its restoration. You up with one that was rebuildable. Part can see the level of skin replacement of the problem is that it has a 12-foot needed on the fuselage pod.

"How bad to you want to restore this airplane?" Thanks in part to a family tie (his dad worked for Anderson-Greenwood), Dave Powell was very motivated to save one of the five airplanes built before the Korean War put a halt to produc­ tion. All-new skins were required on much of the airframe.

VINTAGE AIRPLANE 17 The structural heart of the fu­ selage pod is this keel running from the nose to the engine mount. Bolted on the outboard ends of the back of the center section are the two booms, which feature this novel structure.

phenolic-coated blades for internal delamination and neither did any of the prop shops. He solved that for me. He said to take a quarter and tap, tap, tap your way down the blade listen­ ing for a change in the way it sounded. It sounds a little silly, but if you think capillary tube that runs from the panel together one good engine. Even more about it, if there's a delamination there and back to the engine, so the tube is fortunate was the prop's condition: It will be a void or discontinuity and it always in danger of being damaged." was rebuildable. If it hadn't been, he won't ring the same. Even the engine, which is a C-90 would have been in a world of hurt. (Editor's Note: The coin tap method Continental, is unusual because the "The prop is a phenolic-coated, Hart­ for void/delamination detection is prop is pushing rather than pulling zell, ground-adjustable model set up for one of the oldest nondestructive test­ the airplane so the thrust bearing in pushing. You might as well call it the ing [NDT] methods in use. The use of the case is different and Continental 'mystery prop' because, when I called the term "coin" is a bit of a misno­ made an engine just for the purpose, Hartzell about it, they said they'd never mer. A quarter or even half dollar often a C-90-12P. Fortunately, the changes made such a thing. I told them I was doesn't have the mass needed for effec­ are fairly minor. Included in the orig­ looking right at one of their stickers on tive inspection. Many composite com­ inal purchase were boxes and boxes the blades and they still said they had ponent manufacturers specify that a of what looked like engine parts, but no records of any kind on it. Finally, disc-shaped tool or 'coin' is to be made when Dave started cleaning them up they found their absolutely oldest em­ out of brass round stock, with the edges he found more than half of them, in­ ployee and asked him about it, and he slightly chamfered so the edge will not cluding the case halves, were badly cor­ remembered the prop clearly. I had no mar the finish of the material being roded. He was, however, able to piece way of knowing how to inspect these tested. In a quiet environment free of

18 APRIL 2008 distractions, as you tap along the com­ ponent, you allow the coin to bounce off the surface, letting it slide free of your fingers for a moment. You're lis­ tening for a difference or change in the sound as you tap along the item. With practice and experience, an inspector can pick out voids near the surface. More recent NDT inspection meth­ ods such as radiography will often give more consistent, reliable results, albeit for greater expense. While the coin tap test is rather subjective, excellent re­ sults can be obtained using this time­ tested procedure.-HGF) "With all our searching, besides On Designing and Building a 19405 Pusher our prop, we've only found one other When Marvin Greenwood and Ben Anderson, along with their partner, Lomis Slaughter, left and Mr. Anderson himself has that Boeing right after World War II , they headed straight back to Houston where they set up a company one. I've been talking to him, and to design and build little airplanes. During the war they had all learned a lot, as engineers, and his family, but I'm not convinced I'll had some ideas they wanted to incorporate into their new design. Chief amongst those features ever own it." were visibility, safety, and comfort. This is what led them to the pusher configuration. "When we got the airplane close With no need to have an engine out in front, the fuselage could be any shape they wanted, so to being finished, we mulled over the they lowered the instrument panel and mounted the nose gear on a keel assembly that projected paint scheme for a couple of years. I only slightly out in front of the crews' feet. Then they positioned the wing in a shoulder position so settled on a scheme that I felt would the pilot could turn his head and see both over and under it. There wouldn 't be a production aircraft complement its lines and not look with that kind of visibility until helicopters became commonplace. too 'flashy' or new, sort of timeless. By running most of the landing-gear loads through the keel and a load-bearing frame around It was designed by Craig Barnett at the door, it allowed them to make a huge door. So anyone, regardless of height, could just back Scheme DeSigners." up to the seat and sit down. There was no climbing on board at all. Plus the door-to-door distance The big day finally arrived, and it of 44 inches makes it a full 4-1/2 inches wider than a modern C-172. says something about his wife, Julie, Then, with the engine behind, although the noise was still there, the firewall went from floor to that he flew it for the first time on ceiling with no windshield to interrupt it, so upholstery and carpeting could do an effective job of her birthday, May 9,2007. And how keeping the decibels at bay. does it fly? Everything is not, however, all sunshine and roses with a pusher configuration, especially on "It flies like any other 90-hp airplane a bird this size. CG limitations and the desire to keep the size and weight of the airplane to a that has its nose wheel hooked directly minimum meant that the firewall is right up against the main spar and the engine is sitting almost to the yoke, has only one brake ped­ mickhord in the wing. This necessitated some clever structural engineering that saw the center al-no differential braking-and only section and the wing become "monospar" units, meaning most of the wing loads are carried by one small rudder in one fin . It's a little the further-back-than-normal main spar and a [).shaped torque box ahead of it that doubles as the disconcerting at first because you liter­ leading edge of the wing. This meant the rear spar, to which the ailerons and flaps are attached, ally steer it on the ground. Just like a could be quite light, which simplified carrying the loads through the engine compartment. car. It has rudder pedals, but they don't Cooling a pusher engine is another challenge, which Anderson-Greenwood met by incorporat­ steer it. Because the yoke does steer it, ing jet-like scoops under the wing roots that feed into an updraft cooling system. The air outlets that means when you're landing you are purposely close to the propeller so that, on the ground, the prop is helping pull air through the have to remember to center the wheel cowling. Dave says that at no time does the engine run even slightly hot. at the last moment or the nose wheel To make the airplane perform on minimum power meant not only keeping it light, but making will be cocked and will take you off the wing as efficient as possible. Both of these goals were accomplished by using an ultra-high­ toward the bushes. This is especially aspect-ratio wing. At 9.6-to-l, the AG-14 has one of the highest aspect ratios put on any general counterintuitive when landing in a aviation wing and its 18 percent thick, 44 series airfoil (NACA 4418) let AG make the structure crosswind. And don't forget that small, stiff while using very light gauge material. It also generated lots of low-speed lift, but at the ex­ single rudder! pense of some drag. "The main gear has a huge amount After producing only five aircraft, production stopped when the Korean War drove raw material of travel, almost a foot, and it has good prices up. Four of the original five AG-14s are still in existence. Serial number one was destroyed shock absorbers, so, if you flare high when it caught a power line on takeoff in the 1960s. and drop it, it doesn't fe el like that The AG-14 is more than just a cute-as-a-puffin face: It's a well-thought-out, sophisticated little hard a hit. And the first time every­ traveling machine. one flies it, almost everyone does hold

VINTAGE AIRPLANE 19 it off high because they aren't used to not having a nose in front of them. GET THE SKILLS In fact, that's the first thing everyone comments on when they get in the air­ plane. The instrument panel is really TO GET IT BUILT low and there's nothing but windshield in front of you, so you don't have any of the normal references. AT EAA SPORTAIR WORKSHOPS "Of course, if you ask someone to start it without explaining anything to them, they'll never get it started: The starter is a small pedal on the floor be­ tween your feet. "It climbs at about 700 feet per min­ ute and cruises about 115-120 miles per hour. The controls are not perfectly balanced, the ailerons are heavy, while the elevator is light. Did I mention that at full roll deflection one aileron is up 40 degrees and the other aileron is also pointed up, but at 10 degrees? This is because of some of the steering linking geometry. Plus the trim is an overhead crank, which a lot of 1950s airplanes had. Service ceiling is 16,500 feet and I have flown it several times above 11,000 with no issues. Gross weight is 1,400 pounds. "Power off on final at 65 to 70 mph, GET YOUR HOMEBUILDING PROJECT OFF THE GROUND it sinks quickly, about like a Piper Arrow BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS and it has almost no float in that situ­ ation. The flaps aren't terribly effective BEGINS DURATION COURSE DESCRIPTION LOCATION (two-position Johnson bar), but they April 25-27 2~ days Repairman (ELSA) Inspection-Airplane Broomfield, (0 do get the nose even further down, so you're looking through that big wind­ May 2-4 2 ~ days Repairman (ElSA) Inspection-Airplane Oshkosh, WI shield at the ground rushing up at you May 3-4 2days Von's RV Assembly Oshkosh, WI and it can really be unnerving. Espe­ May 9-11 2 ~ days TlG Welding Griffin, GA cially in a high wind. So, to keep from May 17-18 2days Von's RV Assembly Arlington, WA embarrassing myself, I generally add a little power right at the end. June 13-15 2 ~ days Repairman (ELSA) Inspection-Airplane Frederick, MD "In general, I'd have to say that I June 20-22 2 ~ days Repairman (ELSA) Inspection-Airplane Arlington, WA grossly underestimated every aspect June 21-22 2days Fabric (overing Frederick, MD of restoring the airplane. Even though it looks like a light airplane, it is re­ August 8-10 2~ days Repairman (ELSA) Inspection-Airplane Broomfield, CO ally fairly sophisticated and it took a August 8-10 2 ~ days Repairman (ELSA) Inspection-Airplane Arlington, WA lot more time to do some of the things that Anderson-Greenwood had de­ August 23-24 2days Electrical Systems, Wiring &Avionics Frederick, MD signed into it. They wanted to build August 23-24 2days Von's RV Assembly Oshkosh, WI an airplane that is unspinnable and ef­ Complete 2008 Schedule online fiCient, but state of the art for its time, VISIT WWW.SPORTAIR.COM OR CALL 1-800-967-5746 FOR DETAILS and I'd say they did it. My only regret about the entire project is that my dad EAA SportAir Sponsors: E A A didn't get a chance to see it fly." '~I I also want to thank Cleo Bickford ~ for the aircraft prints and "DJ" Short WORKSHOPS www.polyftber.com www.alrcraftspruce.com (Short Air) for much of the final resto­ ---~--- ration work...... 20 APRIL 2008 of ait BY GILLES AUILARD

y landings are faith-based. If I cannot starting with Howard Hughes' 1929 war epic Hell's Angels II see the runway, then I know everything and continuing well past World War II, acquiring along the is okay," mentions Bruce McElhoe, pi­ way the nickname of "Wichita Fokker." lot and owner of the Curtiss-Wright In 1929, the Travel Air Manufacturing Co. became part Travel Air 4-D N689K (c/n 1270), the of the great Curtiss-Wright conglomerate. Vanishing as a only originalM flying example of a kind of biplane produced separate entity the following year, it left a legacy of rug­ in small numbers at the advent of the Depression. ged and adaptable machines, able to take on the dirtiest He explains: job. As such, the Travel Air became the mainstay of the "I started flying in high school and generally stayed with crop-dusting industry. Cubs, Champs and the like, airplanes I could afford. How­ Of the 1,200 or so Travel Airs built between 1925 and ever, I always wanted to own an antique airplane and I 1930, a surprisingly high number-about ISO-are still on started this one as a retirement project. So when the time the U.S. register, and a handful more are distributed around came, I went on a search for a suitable antique. Mostly be­ cause I wanted an airplane with a Wright J-6 engine, Frank Rezich and Bob Lock helped me find this Travel Air." Applying the construction methods that Walter Beech, Lloyd Stearman, and Clyde Cessna, the founders of the Travel Air Manufacturing Co., in Wichita, Kansas, advo­ cated, all Travel Airs had a welded steel-tube fuselage and tail assembly and wood-frame wings, all fabric covered. When the design first appeared in 1925, it had aerodynamically balanced ailerons with the balance area beyond the wing­ tips. In this form, the plane resembled the general propor­ tions and outline of the famous Fokker D.VII World War I German fighter. As such, the Travel Air found a niche market in Hollywood, playing the part of the "bad guy's airplane," VINTAGE AIRPLANE 21 With a brown crinkle finish, the instrument panel features period instruments like the bubble-face compass. Bruce McElhoe and a couple of young fans during one of the American On january 24, 1934, Sol Sweet, owner/operator Barnstormers Tour stops. of Sweet Flying Service at Visalia Municipal Airport, acquired the Travel Air from Larson Aircraft Sales, a With his ever-present dealer in Oakland, California, for $1,500 and the trade of his unlit stogie, Frank Rezich rather tired Waco 10. Starting immediately, the Travel Air does a great job as tour became the official mode of transportation of Col. john R. barker and "ground White, superintendent of Sequoia National Park. In january guy" for Waldo Wright's 1937, after three years and 750 hours of national parks hop­ Flying Service. Frank was ping, Sol sold it to Earl Hopkins, owner of the West Coast instrumental in helping Kalsomine Co., a paint company in Berkeley, California. Bruce find the 4-D. In November 1940, the left wing and the landing gear were damaged in a ground loop. In 1941, in accordance with wartime regulations, Hopkins disassembled the air­ the world. Particularly worthy of note is the Travel Air 2000 frame. FAA records show that he later sold the airplane to HS-IAM Miss Siam operated by the Tango Historical Squad­ Red jensen, a well-known crop duster in Sacramento, Cali­ ron of the Royal Thai Air Force. fornia. Luckily, instead of converting the 4-D, jensen used it The Travel Air 4-D is a three-place open-cockpit biplane as a stock of parts for his fleet of Travel Airs until he retired equipped with the so-called liB-Wing," a vast improvement from the business and closed jensen Crop Dusters Inc. In over the original "elephant ears" wing, of which 19 were April 1980, jerry Porchin and Walt Kuhn bought the wreck manufactured in 1929/1930. The type certificate (ATC No. from jensen, intending on restoring it to flying condition. 254) was issued on October 12, 1929, for both the land­ However, 20 years later, the project had not gone anywhere, plane and seaplane version. actually degrading over time. Serial number 1270 rolled out of Wichita's East Central Following a lead from Frank Rezich, Bruce McElhoe of­ factory of the Travel Air Division of the Curtiss Wright Co. fered to buy the airplane in july 2000. He describes what in September 1929, and was delivered shortly thereafter to he got at the time: Marshall Seagrave of the Seagrave Company, manufacturer "When I started the project, pieces had been lost and pi­ of fire pumps and fire engines in Oakland, California. rated by crop dusters, but I had the big important pieces,

22 APRIL 2008 starting with a good, straight fuselage. The wings were in very Travel Air 4-D Specifications poor shape, but I was able to salvage 60 to 70 percent of their (As powered by a 220-hp Wright J-5 radial engine.) wood. The empennage on that model is metal, and the good news was that it was in serviceable shape. Wingspan: 33 feet 0 inches "I had an engine that could be rebuilt and a Hamilton Length: 23 feet 4 inches Standard propeller. These are extremely difficult items to find, and I was lucky it came with the project. I did most of Total wing area: 289 square feet the work myself, with a lot of coaching from Bob Lock." Airfoil: Travel Air No.1 Bruce acknowledges he reached his limits on this enterprise: Empty weight: 1,837 pounds liThe top half of the fuselage is metal, and I started work­ Useful load: 1,034 pounds ing on it. I threw away all the work I did and sought help Payload with 67 gallons gas: 428 pounds from Mark Lightsey in Hemet, California, who is much better than me at the English wheel. For over a year, I would drive Gross weight: 2,880 pounds to Hemet on Monday morning, spend the whole week with Max speed: 130 mph Mark and come back home on Friday night. Mark painted the airplane in traditional Travel Air colors and we finally as­ Cruising speed: 110 mph sembled and rigged it." Landing speed: 52 mph In 2005, after five years of restoration, the flying phase was approaching. Bruce wanted to be ready: Rate of climb: 980 fpm at sea level "I learned to fly on tailwheels, but I was very rusty. I got a Ceiling: 14,000 feet refresher course on big tailwheel airplanes, and Mark helped Gas capacity: 67 gallons me starting. We did the first flight together (on May 6, 2005), and then he turned me loose. Oil capacity: 6 gallons liThe plane handles beautifully. It is much better-behaved Range at cruise @ 14 gph: 520 miles on the ground than a Stearman. That particular model has outrigger gear with air-shock struts, so it handles like a baby Price FOB at the factory: $7,960 ($8,640 after May 1930) carriage. It is very reluctant to bounce. It will lift off at about 55 mph and climb at 70/75. Cruise is about 100 mph and the landing speed is about 50 mph. I can fly the airplane hands off, feet on the floor, and it will fly in a straight line, even though it will wallowa bit. liThe hardest thing for me to get used to was the view from the cockpit. I have to admit, I still am not used to it. It takes very definite S-turns upon taxiing and, for that rea­ son, I very much prefer a wide taxiway so I can make high­ amplitude S-turns. "In cruise, I cannot see straight ahead, and on landing I can hardly see anywhere. I tend to make my turn to final very close to the end of the runway, so I can see my landing point and touch down not too much later after than when the run­ way disappears. The Travel Air loves grass runways because grass is more forgiving to any side drift. liThe airplane was originally delivered with a Wright J-6, which has a pressure oil system, 225 hp, seven cylinders, and a rather long exhaust. It makes a nice, quiet, rumbly sound that I like. liThe airplane has won quite a few awards. The two I am Superflite's ™ System VI is perfect for your aircraft. most pleased with are Grand Champion at the 2006 An­ It's easy to apply - only 3 basic steps! tique Airplane Association National Fly-lnNational AAA/APM Get an award-winning, high-gloss finish with little effort. Fly-In and Best Antique at the National Aviation Heritage Tro­ System VI retains its glossy look for years! phy at Reno in 2007. Fuel stain and bird dropping resistant. Color matchi ng is no problem! II Now, after five years of toil, I am in the flying phase and enjoying every minute of it. I have already put 400 hours on Purchase acomplete covering kit and receive FREE ground shipping. the airplane in the year and a half it has been completed. I am 5uperfljte 800·323·0611 www.supe.flite.com now looking for a Taylorcraft to be my LSA when I will reach Pil 618-931 -5080 Fx 618-931-0li13 370 1 Hlgh:oy 162 G,anlit' City IL 62010 an age when that would become necessary." ......

VINTAGE AIRPLANE 23 American Barnstormers Tour 2008 A step back in time

BY SARAH "PANCHO" WILSON

The 2008 American Barnstormers Tour showcases as many as 20 meticulously restored vintage aircraft from the 1920s and 1930s in an exceptional collection of airplanes and aviators. This nostalgic salute to the daring young men and women who ventured across America during the 1920s seeking fame and

fortune in their biplanes, dubbed "barnstormers, II will journey through America's heartland on a nine-city tour from June 15 through June 30, 2008. Admission is free, and these rare air­ craft can be seen at the following cities:

June :";'-.10 IOwa City, Iowa (lOW)

June 17-18 Ames, Iowa (AMW) Each afternoon the aircraft will take to the skies for the Barnstorm­ June 19-20 Council Bluff, Iowa (CBF) ers Parade of Flight, with the legend­ ary "Mr. Travel Air," Frank Rezich, as June 21-22 Hastings, Nebraska (HSI) master of ceremonies. Frank will en­ June 23-24 Great Bend, Kansas (GBD) tertain the crowd with his unique an­ nouncing style, while attendees hear June 25-26 Wichita, Kansas (AAO) tall tales of barnstorming and learn the history of each biplane as the pi­ June 27 Emporia, Kansas (EMP), morning only for refueling lots perform overhead. Spectators can even experience June 27-28 Lee's Summit, Missouri (LXT) the thrill of open-cockpit flight and go barnstorming in a beautifully re­ June 29-30 Jefferson City, Missouri (JEF) stored Travel Air or New Standard vintage biplane. Weather permitting, biplane rides will be available daily. "These aren't airplanes, they're time All barnstormers will participate in re-creating the era with period cos­ machines," said tour organizer Clay Adams. tumes, aircraft signage, historical in­ formation, and vintage props.

One of the most recognizable parasol mono­ planes ever built, the Fairchild 22 C7D is some­ what rare, especially the version powered by the four-cylinder Menasco Pirate. This one is owned Steve Roth of Virginia.

24 APRIL 2008 "These aren't airplanes, they're The American Barnstormers Tour Above: First buiH in Engtewood, Colo­ time machines," said tour organizer was born under the wing of an an­ rado, and then in Colorado Springs, the Clay Adams. "Our tour gives people tique Travel Air biplane as a group Alexander A-2 Eagterock biplane was from all over the country the chance of friends and vintage airplane afi­ produced by the Alexander brothers, a to travel back in time and experience cionados began to talk of resurrect­ pair of enthusiastic businessmen who the same sights, sounds, and excite­ ing the barnstorming tours of the wanted to issue each one of their film­ ment they would have felt some 80 1920s, where many local citizens saw advertising salesmen an airplane to years ago as they looked out across their first airplane up close and per­ cover their telTitory. No matter what the the fields and saw the barnstormers haps spent a few dollars for their first reason, the Eagterock has long been ad­ on the horizon." flight. Tour organizers saw an oppor- mired for its looks and performance.

VINTAGE AIRPLANE 25 Above: The subject of one of our fea­ ture articles in this issue, Bruce McEI­ hoe's Travel Air is one of two Travel Air biplanes on the tour this year.

Left: Airline pilot Clay Adams, the spark plug of the American Barnstorm­ ers Tour, flies his Travel Air 4000 all over the Midwestern United States. A gathering of pilots who had enjoyed the 2003 National Air Tour enthusiastically embraced the idea of a barnstormer's tour, and with Clay's leadership, the idea was off and running.

Below left: From the far side of the Rockies, this is Alan and Connie Bu­ chner's Waco QDC, the cabin-class biplane of the 2008 American Barn­ stormers Tour.

tunity to give visitors from all back­ grounds a unique vantage point to connect the past with the present. The tour aircraft will be on display from approximately 11 a.m. to 6 p.m. (weather permitting). Biplane rides are available for $50 per passenger. For more information, visit the American Barnstormers Tour website at www. AmericanBamstormersTour.com.

26 APRIL 2008 Above: Another symbol of the bamstonning era, here are a pair of Waco ASO biplanes owned and flown by Rick Hornbeck (rear) and Dave and Jeanne Allen.

Above right: The ramp display at a tour stop.

Right: Participants line up for a ride of a lifetime.

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VINTAGE AIRPLANE 27 TYPE CLUB NOTES High Oil Temps and Oil-Temp Gauges

BY GEORGE HORN Parts/Maintenance Advisor, TIC170A

Dear George: brication and cooling, which in turn Certificate Data Sheet and is the cur­ My 170 is a 1948 model with a can mean engine failure. The C-145/ rent maximum oil temperature speci­ C-145 engine. The oil-temp gauge is 0-300 engine was designed to operate fication for this engine. original and I have not checked it for satisfactorily in OATsup to 130 de­ SINCE YOU STATE THAT YOU accuracy yet. I take off and climb to grees Fahrenheit without an oil cooler. HAVE THE OLD-STYLE OIL-TEMP 2,000 feet and within 15 minutes the There is no reason a healthy engine GAUGE you should know that the oil temp is touching the red line of should suddenly experience high en­ redline of that gauge is 225 degrees. 225 degrees. The instrument doesn't gine oil temps unless a failure of some That red line has been superseded. The give exact temp readings. It has only sort has occurred. There can only be new red line for your engine when us­ a green arc all the way across its face one reason for high oil-temp indica­ ing SAE 50 straight-weight oil (such and then a red line. tions if there has been no engine fault as Aeroshell lOOW) has changed and The engine cooling baffling is of developed. That one reason is an in­ is now specified at 240 degrees! There­ the original type and is in good con­ correct oil-temp indication system fore, when using 50 straight-weight dition. I have checked the mag timing (bad oil-temp gauge). aviation oils, the redline on your old­ and it is set on factory specs accord­ The C-145/0-300 engines typically style gauge is no longer va lid at 225 ing to the engine manual. indicate higher oil temps than engines degrees. You may operate the engine The cowling lower half is new with of other manufacturers as a result of with oil temps up to 240 F. How do lip at bottom. Last flight was in temp design. (That statement does not mean you determine where that is on your of 55 degrees OAT. Can oil cooler be Continentals actually operate with gauge? You must either have your put on this engine? Thanks for any higher oil temps. It only means they gauge recalibrated and re-marked by help you can give me. indicate higher oil temps.) Do not use a certified instrument shop or you Russ previous experiences with other en­ must replace the gauge with a gauge gines to decide that your C-145/0-300 already marked with an indication of Hello, Russ! is reading excessively high. The rea­ 240 degrees ...or you may simply plac­ The C-145 and 0-300 are essen­ son is that Lycoming and others typi­ ard your gauge with the new redline tially the same engine, with only cally measure their oil temps at the (and do what many others do-esti­ a name change, so they are both coolest part of the oil system ...near the mate the location of 240 degrees on considered 0-300 for the purpose of exit of their oil coolers. (Coolers are the gauge!). If you realize the entire this discussion. sometimes required in those other en­ scale of your current gauge is from The original intent of Continen­ gines because of poor oil-scavenging the bottom of the green arc (100 de­ tal (TCM) was to avoid all external designs.) The C-145/0-300 engines grees) to the now incorrect redline oil lines for their engines in order to measure the oil temp at the inlet to the (225 degrees) you can fairly estimate avoid the troublesome engine failures, oil screen, one of the warmest loca­ the position of the 240-degree point which Lycoming experienced due to tions to measure oil temp. and so mark the glass on the gauge. breakage of external oil lines. Besides Special Note: The introduction of I know what I'd do if I had an old the rocker-box return oil lines, Lycom­ better engine oils following World War gauge (grin). ing also experienced failures of oil­ II resulted in changes to the 0-300's Now, if you indicate more than cooler oil lines. Needless to say, this specified oil-temperature redline. This about 210 degrees on a cool day such can lead to complete starvation of lu­ change is noted in the engine Type as you previously stated, and to con­

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EXCLUSIVE PRICING, EXCEPTIONALLY SIMPLE! Ford Motor Company, In association willi EM, Is proud to offer members the opportunity to save on the purchase or lease of YIIIIcIIs _ FonIlIator Companfs family of brands. tinue with the assumption you truly touch the pan. The gauge should very higher rates of oil flow to the valve have high oil temperature .... quickly indicate 210 degrees (212 to rocker box area than other engine de­ The oil-temp gauge is made up of be exact) at/near sea level. (Alterna­ signs. This results in higher oil-flow a capillary tube filled with alcohol or tively, if you are a midget contortion­ return rates through the pushrod gas with a bulb-end submerged in en­ ist, you might be able to remove the housing tubes. Those pushrod tubes gine oil at the oil screen and its op­ bulb and dip it in boiling water at the act as a pathway for oil to drain back posite end acting against a diaphragm engine compartment, but be careful to the crankcase from the rocker boxes within the gauge. That diaphragm ex­ how you heat and handle water close and cylinder heads, and also act as oil pands with pressure from the heated to the airplane and nearby fuel.) coolers. Cylinder baffles exist at the alcohol and bears against the indicat­ Special Note: When reinstalling the lower cylinder surface and between ing needle to move it to the indicated/ probe do not overtighten the nut hold­ the cylinders to properly direct cool­ associated temperature indication. ing it within the oil screen casing. The ing air around the cylinders and to re­ The most common failure mode of soft copper skirt on the bulb will be direct that air once heated away from the gauge is a break in the capillary crushed/cut and will fail if excessively the pushrod tubes. The exhaust sys­ tube or leak in the diaphragm result­ tightened, and complete loss of oil in tem flanges at the cylinder are nor­ ing in loss of the contained alcohol/ flight is a possible result. When rein­ mally sealed with a high-temp gasket, gas and resulting in the failure of the stalling the probe, tighten the nut just but that gasket can develop a leak and gauge in a lower-than-correct (or no) snug, and then only 1/2 flat on the the flange can "thin" out and warp indication. Your gauge does not pres­ nut further (about 1/16th of a turn). due to time of operation, which will ent this problem. The second most No more. also cause a leak of hot exhaust gases. common failure mode of the gauge is Method 2: Purchase a 14-inch or Additionally, there is a "joint" clamp a loss of accuracy due to a diaphragm/ longer barbecue or meat-type ther­ that exists between the short exhaust tube mechanism that has been weak­ mometer from an outdoor barbecue "riser" (the IPC calls them "exhaust ened from excessive and/or repeated or restaurant equipment supplier. Us­ tubes") which bolts to the cylinder, expansion. This will cause the gauge ing the boiling water method, deter­ and where that riser connects to the to read excessively high even though mine the thermometer is accurate at muffler. Those clamps can develop oil temps are normal. This is a possi­ 210 degrees Fahrenheit. Fly the air­ exhaust gas leaks. When that gasket/ bility considering your complaint. craft to bring the oil temp up to the flange seal fails or that clamp leaks, (Another less common failure of the normally observed temperature. Land it directs hot exhaust gases onto the gauge is a mechanical failure wherein the airplane without significantly de­ pushrod tubes containing engine oil the needle finds interference within scending or cooling the oil and shut on its way back to the crankcase. This the gauge, does not move smoothly down as soon as possible. Remove the will improperly add heat to the oil without interference, or does not re­ oil dipstick and plunge the BBQ ther­ that is draining to the sump, resulting turn to the lowest possible indication mometer into the dipstick position. in high oil temperatures. (Be aware when the engine has returned to am­ Allow it to register the oil temp and that leaks at the flange, if left uncor­ bient, such as after an overnight rest. then compare that thermometer in­ rected for long, will erode the face of Remember that the bottom of the dication with the current cockpit oil­ the cylinder exhaust port to the point green arc in your gauge is 100 degrees. temp gauge indication. This second that new gaskets cannot correct the A cold engine should indicate less method has greater possible error but problem. The only fix in that case is than that.) Many gauges' lowest in­ should be an acceptable method to de­ cylinder repair/replacement. Do not dication is 100 degrees. If your gauge termine if your cockpit gauge is suffi­ neglect leaks at this flange area. In never returns to that 100 mark, you ciently accurate to be serviceable. The fact, due to the danger from hot ero­ have a failed gauge. BBQ thermometer should read only sive gases, do not tolerate or neglect There are two methods to check oil­ slightly lower than the cockpit gauge. exhaust leaks at all, anywhere.) temp gauge accuracy without sending (The cockpit gauge is measuring a cap­ Inspect your pushrod tubes to see the gauge out to an instrument shop. tive and smaller quantity of oil rather if light-colored exhaust stains exist on Method 1: Drain the engine oil. Re­ than the crankcase oil, but both loca­ them, indicating hot exhaust gas leaks move the oil-temp probe from the oil tions should be within a few degrees on them. If found, those leaks must be screen and carefully extract it through of each other.) corrected with new gaskets, new cyl­ the firewall along with the removed Having determined that your gauge inder risers with straight/flat flanges, gauge. (They cannot be separated as is reasonably accurate, you may pro­ and in the case of the clamps, sealed they are manufactured as a single ceed to diagnose any causes of high with high-temperature exhaust-seal­ unit.) Be careful not to kink or break oil temperatures. Do not simply as­ ing tape found at automotive stores. the capillary line or bend it unneces­ sume your gauge is accurate! Inaccu­ This method is used by famed engine sarily. Bring a pan of water to a boil rate gauges are the most likely reason mod-center R.A.M. in Waco, Texas. and submerge the bulb-end in the for high indications. Victor brand works well. It is found in boiling water without allowing it to The C-14S/0-300 engines have Wal-Mart automotive sections and at

30 APRIL 2008 auto parts stores. It is a 1-1/4-inch-wide and will require a "field approval," and closely examine the bulb flange's outer red-colored fiberglass tape. Wrap that 3) the FAA is virtually no longer willing surface edges and the adapter's inner tape tightly, twice around the cleaned to grant field approvals without expen­ surface to ascertain whether the two joint, and reinstall the clamps using sive engineering support. Such a mod are compatible. A flat flange will not new stainless bolts and high-temp nuts will probably cost far more than repair­ seal against an adapter with an inner (AN363C-I032 nuts, AN960CI0 wash­ ing whatever problem you might have conical sealing surface, and a conical ers and AN3C-4A bolts). Aircraft Spruce with your engine/airframe. flange will not seal against an adapter can supply the hardware (877-477­ I hope this helps guide you in this with a flat inner sealing surface. 7823). Use new exhaust nuts (Spruce problem or non-problem (grin). Also be aware that some adapters PN 22022) when removing/installing Another Special Note: Rochester was got by quality control (?) that had ir­ the exhaust risers. New risers are avail­ the original manufacturer for the early regular inner conical sealing surfaces. able from Knisely Welding Inc., Loomis, gauges. Later B-models (and most al­ Inspect the adapter supplied with your California (800-522-6990 or 916-652­ tered airplanes) use 2-1/4-inch-round gauge for a clean, smooth inner seal­ 5891), and from Aerospace Welding Scott Aviation gauges for oil tempera­ ing surface where the copper bulb Minneapolis Inc., (800-597-4315). ture. These gauges themselves are still flange will reside. Do not use any (Tell Charlie Feld of the 170 Associa­ made for Scott by outside vendors. adapter with a rough or uneven inner tion sent you.) The risers are part num­ (Scott used Rochester for a while but sealing surface. bers 0550157-7 for the short straight reportedly has switched vendors.) Its Finally, I'd like to address another ones (four required each engine) and recent change in supplier has created a misconception regarding these C-145­ 0550157-8 for the longer curved ones problem and a potential oil leak. /0-300 oil systems. It is commonly (two required each engine). The best The capillary bulb (the part that heard that the cooling blast tubes are gaskets are the spiral wound ones from sticks into the oil screen) has an inte­ aimed at the oil screen area in order to Spruce (PN RA-627429). Knisely may gral hex-collar/nut that is not remov­ "fool" the indication system into be­ also carry them. able and upon installation is threaded lieving the oil is cooler than it actually If your exhaust system is not the into an adapter, which in turn is is. This is a disreputable half-truth. problem then you should consider threaded into the oil screen/filter. The The cooling blast tubes are intended other less common causes of high oil adapter provides a sealing surface for to relieve an indication error due to temps. High-time, worn piston rings an integral flange on the bulb. On our direct contact by the capillary bulb are sometimes blamed for combustion C-145/0-300 engines it is a 5/8-18 with hot engine surfaces. When one blow-by gases entering the crankcase thread on the adapter, and is also a checks the accuracy of the mechani­ and heating the oil. I do not person­ 5/8-18 thread on the integral nut. The cal gauge with boiling water it is im­ ally subscribe to that theory, but if you adapter's sale purpose is to provide a portant that the bulb rest only in the ask your mechanic to perform a com­ sealing surface for the integral nut to water and NOT contact the metal pan pression check and you find low cylin­ hold the integral bulb flange against. that the water is being heated within. der pressures (below 45/80 differential) (There is no sealing surface within the If the capillary bulb contacts the pan then that should be repaired regardless oil screen assembly.) then the bulb will be incorrectly deliv­ of my opinion (grin). The problem is that the change in ered additional heat that is not truly To answer your oil cooler question: vendor/supplier resulted in an un­ representative of the water (The pan Yes, there was an oil cooler installed on intended change in the shape of the is hotter than the boiling water and this engine for a C-I72 seaplane ver­ bulb flange. The early/original flange we don't want to measure the temp sion. It was done under the authority was flat; the later flange was slightly of the pan, we want to measure only of a Cessna kit. The seaplanes have an conical at the outer edge. the water.). unusual cooling problem due to high The use of a replacement oil-temp The engine case/sump is a pathway power settings coupled with low for­ gauge with the later conical flange-in for heat from the engine and measur­ ward airspeeds that contribute to conjunction with the early adapter de­ ing the temp of the case/sump is not borderline high oil temps in tropical signed for the flat flange-will result in an accurate reflection of the temp of climates. This rather small oil cooler re­ a potentially serious oil leak. This went the oil. Therefore the oil blast tubes quires a special adapter and usually an undetected by Scott for some time and are intended to rid the oil screen as­ accessory case change on the engine. many owners had a difficult time iden­ sembly of heat conducted to it by the The parts are difficult to locate because tifying the source of the leak. engine case so that the capillary bulb they were so rare even when in produc­ Currently issued gauges from Scott reading will not be adversely affected tion. I can only suggest you contact a should have included a replacement in a manner similar to allowing the Cessna distributor such as Yingling if adapter that will match the capillary bulb to contact a heated pan during you wish to pursue such a modification, bulb flange. an accuracy test. but be forewarned: 1) You do not need In any case, when installing a re­ So keep your blast tubes prop­ it on a healthy engine in a land plane, placement oil-temp gauge, especially erly maintained and aligned. 'Appy 2) it is not approved on the land plane a Scott Aviation gauge, be certain to Aviatin'......

VINTAGE AIRPLANE 31 BY DOUG STEWART Fly-In Perils A heightened sense of awareness is imperative

With the wind blowing at a steady close-in downwind leg for landing. to depart for Sun In Fun, recently ar­ 15 knots and the gusts reaching into As all these pilots fly in single file, rived there, or looking back fondly the high 30s and low 40s, it certainly some are having difficulty maintain­ on the recently concluded gathering made the temperature, which was ing the proper separation. Some pi­ of pilots in Lakeland, Florida. Per­ struggling to get out of the single lots are having trouble flying at the haps you were unable to or chose numbers, feel as if I was in the Arctic. recommended 100-knot airspeed. not to attend this year's celebration Combining that with the whiteout Some of us in antique and vintage of flight that for me begins the fly-in conditions that occurred not only as Cubs and Champs have our throttles season in earnest. But you are prob­ the snow squalls blew through, but firewalled, worried that others in ably looking ahead to one or more also with each new gust, it definitely their latest and greatest, sleek new of your favorite fly-ins that you are was not a day that inspired me to go high-powered offerings from Min­ planning to attend. flying. In fact, the way the wind was nesota, Oregon (soon to be Kansas), Regardless of your perspective, let blowing it was difficult not to go fly­ and Texas will run us down from be­ us all be highly aware ... fly-ins can ing just walking from the car to my hind unless they have their throttles be very dangerous. A lot of aircraft office at the airport. pulled almost all the way back and converging or departing (and some­ Although it is true that I prefer are hanging out as much drag in the times both) in the same place in a cooler climes to hotter ones, I couldn't breeze as they can. short period of time creates hazards help but think about spring and the Whoa ...wait a minute, Stew­ that are not normally present in our onset of warmer weather and, con­ art. You're supposed to be thinking typical flight profile. These aircraft current with that, the beginning of soothing, warm thoughts. Somehow are often of quite divergent and dis­ the fly-in season, which for me typi­ they have taken on a somewhat chill­ similar performance envelopes. There cally starts with Sun In Fun. With the ing atmospherel albeit not as cold as can be many things to distract a pilot, frigid conditions outside I figured this it is outside your office. But it is true. both in the air and on the ground. to be an ideal time to download the Flying in to a gathering of pilots is a If at a towerecijai:rport; radio silence Sun In Fun Fly-in NOTAM. higher-risk endeavor. Whether it's a might be recofum"ended 'by NOTAM As I waited for the download to big one, like Sun In Fun, or EAA Air­ (as it is at Sun In Fun and AirVenture) finish, my thoughts drifted forward Venture Oshkosh, or just a local EAA and the tower controllers might be a couple of months. Ahhh . .. sun­ chapter fly-in breakfast, the risk of instructing you to fly the traffic pat­ shine ... warm temperatures . .. many pilots converging at one place tern in ways that you are not used many pilots all headed to a power at the same time is not without its to. Be prepared for these things, for if plant on the northeast corner of hazards. And it means that every you are not, it could be lethal. a small lake in the western part of single pilot flying into or out of any As an example, at last year's Sun Florida, there to form up in a single fly-in has the utmost responsibility In Fun there was a double fatality at line, at 1,200 feet MSL, and fly IFR (I to keep his or her eyes outside of the the beginning of the week when an Follow Roads) to a golf course where cockpit and follow all the recom­ airplane stalled and entered a spin, they all turn left and fly between two mended procedures for arriving and crashing just a half-mile from the water towers, one resembling an or­ departing the fly-in. threshold of the runway. In that in­ ange, the other a wedding cake, to­ It is February as I write this col­ stance the tower had advised the pi­ ward a blue-roofed building. Then umn, but when you receive this is­ lot lito turn base, and not overshoot they turn either left or right, depend­ sue of Vintage Airplane it will be the runway." We will never know ing on the runway in use, to enter a April and you might be getting set what distracted the pilot, but the

32 APRIL 2008 flight ended in a classic base-to-final dures were in effect at the time of the entrance to a hive, if you have just stall/spin. The previous year at Osh­ accident. The accident aircraft were flown eight hours getting there; kosh, a similar accident reduced the sequenced for landing and both were Be sure you have had a healthy pilot population by two when an­ cleared to land at the same location snack and are hydrated about 20 other airplane crashed, again just a on the same runway. The trailing air­ minutes prior to your ETA; little over half a mile from the "Green plane landed and struck the leading Remember that the most impor­ Dot" that he had been instructed to airplane as the leading airplane was tant place for you to look is outside land "past." Two controllers in the exiting the runway. the cockpit. Your eyes are the most tower witnessed the airplane stall on important piece of equipment that final. Again, I can't help but wonder you have or need; what distracted the pilot to the point A lot of If a NOTAM has been published that they forgot about flying final ap­ for the fly-in, be sure you have a copy proach lion spot ... on speed." aircraft converging readily available to you in the cockpit, I will always remember my first and that you have studied it before arrival at OSH and how distracted or departing the flight began, highlighting impor­ I was by all the incredible warbirds tant sections for quick reference; parked to my right as I flew a short (and sometimes both) If you have passengers, be abso­ final for runway 18. Luckily I had lutely sure they have been briefed on enough sense to forget about them in the same place the concept of a "sterile cockpit" and and pay attention to my landing. But that they know how they can assist after witnessing some of the most aw­ in a short you in looking for other traffic, or ful landings I have ever seen, both at corroborating information from the OSH and at SNF, I am convinced that period of time NOTAM. Your passengers can be an the distractions of everything that is important part of your CRM (cockpit going on ... airplanes flying in closer creates hazards that resource management). Be sure you proximity to each other than perhaps use them as such; a pilot has ever experienced ... so are not normally Practice your spot-landing tech­ much happening on the ground to niques before you go. Remember that entice a pilot's eye away from the present in our you might be instructed to "land be­ only thing they should be looking at yond the Green Dot"; as they land (their aim point on the typical flight profile. Clear the runway as expeditiously runway) . .. and instructions from as you safely can; tower controllers that they might Clearing the runway, we are still far Look for and follow the instruc­ find difficult to obey ... these dis­ from relieved of our responsibilities. I tions of flagmen, if any are present, tractions, and more, are what lead to still shudder when I think of the hor­ for guidance in ground operations; what should be best classified as ar­ rendous accident that occurred near On departure, fly a shallower rivals rather than landings. the end of AirVenture two years ago climb-out, with small S-turns. It is Our responsibilities as pilots don't when a TBM Avenger taxied into an very possible that an airplane much end once we are on the ground. At RV-6 , killing the passenger in the slower than yours might have de­ some of the smaller fly-ins there RV-6. Yes, there were many pilots all parted shortly before you. might not be more than one (or any) trying to take advantage of a break These recommendations apply person available to assist in ground in the weather to expedite their de­ regardless of how big or small the movements, thus the responsibility partures, but that's not an excuse to fly-in might be. There is no room lies solely with the pilot. These re­ relax one's vigilance. for complacency anytime we fly, but sponsibilities include exiting the run­ I apologize for being so grim, but that becomes all the more true in the way as quickly as can be done safely. we need to be aware that as much crowded skies of a fly-in. Remember Remember, there might very well as we might get excited by the pros­ above all to have fun, and may you be another pilot on short final just pect of flying to a fly-in, we have to be blessed with blue skies and tail as you touch down. The following treat that flight with the greatest of winds on the day of the fly-in. Just NTSB excerpt describes an accident respect. Here are some things you can beware the tail wind if you find it on at OSH in 2003: "Two airplanes were do to make our experience safer: the base leg .... substantially damaged during a colli­ Be sure you are not too fatigued sion while both aircraft were landing upon your arrival at the fly-in. It is Doug Stewart is the 2004 National at the annual Experimental Aircraft difficult to maintain the awareness CFI of the Year, a Master CFI, and a Association AirVenture fly-in at Osh­ required if you show up at a place DPE. He operates DSFI Inc. (www. kosh, Wisconsin. Reduced separation like Lake Parker, with airplanes buzz­ dsflight.com), based at the Columbia standards and special arrival proce­ ing all over the place like bees at the County Airport (lBi). ....

VINTAGE AIRPLANE 33 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER, OF SALEM, ARKANSAS. Send your answer to EAA, Vintage Airpl ane, P.O . Box 3086, Oshkosh, WI 54903­ 3086. Your answer needs to be in no later than May 10 for inclusion in the July 2008 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to mysteryplane@eaa. org. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

JANUARY'S MYSTER Y ANSWE R January's Mystery Plane came to us from John Woolson, after a suggestion of a possible Mystery Plane by member Dave McIlvaine. Our answer for the January Mystery Plane comes to us from Wesley Smith: "William G. 'Bill' Dunn was born at Westboro, Missouri, on January 30, 1883, where he attended Enterprise No.9 public school and Westboro High School, before studying at Amity College at College Springs, Iowa, from 1901-1903. He then moved to Clarinda, Iowa, where he farmed with his mother until 1905, when he moved to Omaha, Nebraska, to attend business school. On June 12, 1907, Dunn married Pearl Ann Black at Clarinda. In February of based on his (eventual) 75 U.S. patents. Street, and on S. 15th Street in Clarinda; 1910, Dunn purchased the Clarinda Among his inventions were a 'gas in 1925, Dunn patented a type of Hardware Co., and in 1917 the Dunn saver,' a crankshaft counterbalance for unibody construction for automobiles Manufacturing Co. was started in the the Ford Model T, and a luggage rack that was adopted by Nash, after Dunn's back of his hardware store, and in 1919­ that mounted to the running boards. patent expired 17 years later. 1920 he expanded his manufacturing By 1922, Dunn also had automotive "In October of 1928, Harold L. base, producing automotive items accessory manufacturing plants on 14th White designed the Cruizaire for the

34 APRIL 2008 , ~ , The

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SOLO &Y A couple of pages of the Dunn Cruizaire brochure.

Dunn Manufacturing Co. It was a three-place, high-wing an air show was held at Clarinda to open the new airport, cabin monoplane, powered by a 100-hp Kinner K-5 radial a municipal swimming pool, and to christen the Cruizaire. engine. In some sources, the Cruizaire is referred to as the Whatever the case, the prototype Cruizaire was sold to K-5 Cruizaire. The span on the Cruizaire was 37 feet, and the Southern Iowa Airways (they are said to have contracted for overall length was 24 feet. The useful load of the aircraft was all aircraft) and registered as N616. The photo of the Cruizaire 710 pounds, and the range was 400 miles. The maximum which appears in the January issue of Vintage Airplane is speed of the Cruizaire was 95 mph, witha cruise of 85 mph identical to that which appears in Volume 2 (p 169) of Ann and a minimum speed of 37 mph. The price of the Cruizaire H. Pellegreno's Iowa Takes to the Air (two excellent books was $4,650. One Ray Schneck, an employee of the company, that should be part of any serious aviation library). As it was, welded the steel tube structure of the aircraft. lack of financing doomed the Cruizaire to obscurity, and no liOn the morning of March 19, 1929, the Cruizaire was further examples were built. moved to the flying field at Shenandoah, Iowa, for the first "Starting in 1934, Dunn manufactured a unique 'Slip flight. The test pilot, Jack Beitman, accidentally lifted the the Wind' wind-driven generator. In late 1936, Cecil aircraft off the ground on the initial high-speed taxi run L. Parris, of Sioux City, joined with Dunn to form Parris­ and continued the climb, apparently to the exuberance of Dunn (one contradictory source states that Parris-Dunn the spectators. Upon landing, the incidence of the left wing wasn't actually formed until the early '40s). Parris, who was adjusted slightly, and Beitman took off again within 50 had previously served as sales manager of the Kari Kleen feet apparently, once again, due to the strong wind. By 11:00 Co. (not to be confused with the Kari-Keen ManUfacturing Co., a.m. the tests of the Cruizaire were complete, and Beitman maker of the Kari-Keen Coupe-Editor), served as company flew the aircraft to Davison Field, after circling Clarinda. preSident, with Dunn as vice president. Later, they swapped This apparently attracted a large crowd of several hundred pOSitions, with Dunn becoming president. By 1937, onlookers and created something of a carnival atmosphere. 37,000 Dunn wind generators were sold in all states and in Later that same day, Beitman took Dunn for a short flight 93 foreign countries. There were several models, including in the Cruizaire, and flew several other passengers. The the Gyromatic, the Lo Tower, High Tower, and the Free Lite. aircraft was then flown to Bedford, Iowa, before returning to These devices contained a rotating propeller unit that could Shenandoah to be hangared. pivot to maintain a relatively constant rpm, regardless of "A second dual-control Cruizaire was begun but apparently the wind velocity. As the wind increased, the propeller unit never finished. However, another Cruizaire is said to have tilted upwards, keeping the rpm fairly uniform in order been completed on June 14,1929, and is stated to have been to keep the battery-charging rate almost constant. These the only machine to come off the production line. Whether were intended for rural farm use to charge radio batteries this is the same machine, or not, is uncertain. A day earlier, and provide limited electrical power.

VINTAGE AIRPLANE 35 "During World War II, the Parris­ four manufacturing sites in Clarinda. also sent to us by John Woolson) and a Dunn Corp. manufactured wooden "W.G. Dunn was active in the Reformed summary written by Jack Dunn's father, training rifles for the U.S. military Presbyterian Church (later, Trinity J. Howard Dunn, who was 19 years old and sold 'pop gun' toys, some two United Presbyterian Church) at Clarinda at the time of the company's foray into million of which are said to have been throughout most of his life. He was aircraft manufacturing. Interestingly, made by 1946. During the second also director of the Iowa Manufacturers at the time Dunn Manufacturing built World War, Parris-Dunn received the Association and held an 'honorary the Cruizaire, W.G. Dunn was not a Army-Navy "E for Excellence" award. colonel's commission' that was granted pilot, but he clearly saw the potential in In 1949, Dunn wished to retire, and by the Iowa Press Columnists. Dunn's aviation. Much later in life, after World the company was dissolved. However, first wife died in 1951, and a son, War II, Dunn learned to fly and bought Parris moved the remnants of the Harold, passed away the following year. an Ercoupe, which he flew out of the company to Tennessee and continued In 1952 he married Dorothy Gregg Clarinda airport. Jack Dunn recalls to manufacture toy guns and games. Lee. Dunn had four surviving children, going for a ride with his grandfather in After Cecil retired, his brother, Bill, 13 grandchildren, and three great­ the 'Coupe. continued to run the company. By the grandchildren when he passed away at Our thanks to Jan Price, the curator late 1940s, establishment of the Rural the age of 85 at Clarinda, in 1968. The of the Nodaway Valley Historical Electrification Administration (REA, eventual fate of the Cruizaire is unknown Museum in Clarinda, Iowa. Jan was a established in 1936 as part of FDR's New to this author." great help in putting us in contact with Deal) had cost the company a lot of its Wesley R. Smith Jack Woolson and, later, Jack Dunn. generator business. The manufacture Springfield, Illinois Wayne Muxlow of Minneapolis, of wind-driven generators ended when Minnesota, wondered if Dunn ever the Parris-Dunn Corp. ceased to In doing more research on the met Clayton Folkerts-the similarity exist. During 1943-1949, Parris-Dunn aircraft and its history" we were put in between the first Monocoupe (and employed Maurice O. 'Dutch' Greiman, contact with the company founder's the Star Cavalier, as pointed out by the only college-educated engineer grandson, Jack Dunn of Denver, a couple of members) is striking. to ever work for the company. At one Colorado, who provided us with copies Charles F. Schultz also sent in a time during his career, Dunn operated of the company brochure (which was correct answer......

AERO CLASSIC "COLLECTOR SERIES" continued from page IFe

Vintage Tires free world knows, Ray's event in Marion is actually on New USA Production the Saturday of Labor Day weekend every year. Good luck with your event, Ray, and here's hoping nobody shows up Show off your pride and joy with a fresh set of Vintage Rubber. These looking for you on Memorial Day. newly minted tires are FAA-TSO'd I also mistakenly reported bogus dates for the Hager­ and speed rated to 120 MPH. Some stown, Indiana, Chapter 373 event in September. As I have things are better left the way they come to understand, this event for this year is scheduled for were, and in the 40's and 50's, these tires were perfectly in tune to the exciting times in aviation. September 20-21. Chapter President Marvin Stohler hosts Not only do these tires set your vintage plane apart from an overnight fly-in camping event that begins to fire up the rest, but also look exceptional on all General Aviation around midday on Saturday, it culminates with a great pan­ aircraft. Deep 8/32nd tread depth offers above average cake breakfast on Sunday morning, and you're back in the tread life and UV treated rubber resists aging. hangar in time to get the bugs off long before dark. There First impressions last a lifetime, so put these is always great fun, great food, and a huge bonfire Saturday bring back the good times ..... night to help battle the normally crisp September air. New General Aviation Sizes Available: EAA and VANs new web-based calendar of events is up to 500 x 5, 600 x 6, 700 x 8 full throttle now-check it out at www.EAA.org/calendar. Oesser has the largest stock and Please do us all the favor of inviting a friend to join the selection of Vintage and Warbird VAA, and help keep us the strong association we have all tires in the world. Contact us enjoyed for so many years now. VAA is about participation: Be a member! Be a volunteer! with Be there! TelePhone: 800-247-8473 or (~ 323-721-4900 FAX: 323-721-7888 DESSER , 6900 Acco St., Montebello, CA 90640 TIRE &: RUBBER COMPANY 3400 Chelsea Ave , Memphis, TN 38106 ~ www.desser.com 36 APRIL 2008 This VAA Calendar of Events is a fraction of those posted on the newest page on the EAA website. To submit an event, or to view the most up to date list, please visit the EM website at www.eaa .orgjcalendar. During 2008, we'll publish this ca lendar as we transition to an all-web based calendar for 2009. This list does not constitute approval, sponsorship, ...... involvement, control or direction of any fly-in, seminar, fly market or other event. April 25-27 - Pineville, LA - EAA Chapter 614 Spring Fly-In & May 23-25 - Watsonville, CA - 44th Annual Watsonville Fly-In & Airshow. Campout. Pineville Municipal Airport (2LO) . Largest Fly-In in Watsonville Airport (WVI). Friday May 23 Noon to 8 PM. Saturday & Sunday the state - held on beautiful Lake Beulow. Amphibs and float May 23 & 24 9 AM to 5 PM. Vintage and Homebuilt aircraft display & planes can use the lake. Large camping area with facilities. judging. Aerobatic airshow. Vintage and current military warbird display and Come join the fun. Start Time: Noon End Time: Noon Contact: airshow. Food and camping available on field. EM Chapter 119 Pancake Nick Nicewarner, Phone: (318) 452-0919, Email: nicewarnere@ Breakfast Sat. & Sun. Start Time: 9 AM End TIme: 5 PM Contact: Dave bel/south.net Brockmann, Phone: 831-763-5600, Email: [email protected] April 26-27 - Southampton, NJ - Farm Fun Day Fly-In. Allen's May 24 - Newton, IA - First Annual Ray Hill Memorial Flight Airstrip (00-35). We welcome your antique and vintage aircraft Breakfast. Newton Municipal Airport (TNU). The newly created for display at our grass strip. 9-5 Contact: Rick Allen , Phone: EAA Chapters of Central Iowa invite you to the First Ann ual Ray 609-267-8382, E-mail: [email protected] Hill Memorial Flight Breakfast. Ames Chapter 1452, Marshalltown April 27 - Half Moon Bay, CA - Half Moon Bay Airport 18th Annual Chapter 675, Des Moines Chapter 135 and Newton Chapter Pacific Coast Dream Machines Show lOam - 4pm More than 456. Breakfast - adults $6, kids under 12 $3, PIC free. Start 2,000 antique, vintage, classic, custom and exotic displays. Time: 0700 End Time: 1100 Contact: Jim Jones, Phone: Helicopter, bi-plane and B-17 rides will be available for $50­ 641.792.9764, Email: [email protected] $425. For info 650-726-2328 or www.miramarevents.com May 24 - St. Louis/Sauget, IL - Midwest Regional Fly-in. St. Louis May 2-4 - Burlington, NC - Alamance County Airport (KBUY) VAA Downtown Airport (CPS). Fly-in sponsored by the Greater St. Chapter 3 Spring Fly-In. All Classes Welcome! BBQ on field Fri Louis Air & Space Museum and EAA Chapter 64. Something Eve. EAA judging all classes Sat. Awards Dinner Sat night. Info: for everyone! Start Time: 0800 End Time: 1600 Contact: Bob Jim Wilson, 843-753-7138 or [email protected] McDaniel, Phone: 618-337-6060, Email: [email protected] May 3 - Farmville, NC - EAA Chapter 960 5th Annual Spring Fly-In. May 30-June 1 - Poplar Grove Airport, IL - (C77) - Army Wings Flanagan Field (N08). EAA Chapter 960's 5th Annual Spring and Wheels 2008 Vintage Wings and Wheels Museum L-bird Fly-in. Lunch is served at 11:30 noon. Come see us! Start Time: fly-in and living history re-enactment. Flying events, pancake 10:00 AM End Time: 02:00 PM Contact: Rick Jones, Phone: 252­ breakfast, awards. See website at www.ArmyWingsAndWheels. 758-4884, Email: [email protected] com or call Museum at 815-547-3115 for further details. May 3 - Midland, MI - Barstow Spring Fly-In Pancake Breakfast. June 5-7 - Bartlesville , OK - 22nd Annual Biplane Expo. (BVO). Midland Barstow Airport (3BS). Enjoy pancakes, ham, sausage, Biplanes at Their Best -Grand Champion Biplane Exhibits­ eggs, awesome homemade donuts. 7-11AM at the Barstow Biplane Center Museum Complex Open to Public-"Type Club Aviation Education Center, rain or shine. Sponsored by EAA Gatherings" -Forums & Seminars-Aircraft Judging by Vote of Chapter 1093. Start Time: 7:00 AM End Time: 11:00 AM Attendees-Major Aviation Notables-Biplane Rides Available for Contact: Dave Schmelzer, Phone: 989-274-1683, Email: the Public See website for more info. , Phone: 918-622-8400 [email protected] June 7-8 - Troy, OH - WACO Field (lWF) VAA Chapter 36 Wings and May 3 - Pineville, LA - EAA Chapter 614 Pancake Breakfast. Pineville Wheels Strawberry Festival Fly-In. 9am - 6pm Airplane rides, Municipal Airport (2LO). Best breakfast around. All you can eat ­ Aviation Safety Team Seminar, Military reenactments, cash prizes. pancakes, sausage, biscuits, gravy, eggs, hash browns, coffee, June 6-8 - Columbia, CA - Bellanca-Champion Club West Coast milk or juice for just a $5.00 donation. Start Time: 7:30 am End Fly-In . Columbia Airport (022). The biggest and best gathering Time: 10:00 am Contact: Nick Nicewarner, Phone: 318-452­ of Bellancas - Cruisair, Cruisemaster, Viking, Citabria, 0919, Email: [email protected] Decathlon , Scout, Champion. Technical seminars, owner May 4 - Lock Haven, PA - Fly-In Breakfast. W. T. Piper Memorial roundtables , food service and a great time in a superb Airport (LHV). Fly-In/ community breakfast 8:00- 12:30 ALL YOU location. On-site camping w/showers, short walk into town. CAN EAT. Pancakes, Eggs, Sausage, OJ, potato patty, coffee/ Contact: Robert Szego, Phone: 518-731-6800, Email: staff@ tea $6.00 adults. children 10 and under $3. Hangar 1 Contact: bellanca-championclub.com Carmen, Phone: 570-893-4200, Email: [email protected] June 7 - Troy, OH - VAA Chapter 36 Wings and Wheels Strawberry May 10 - Granbury, TX - Spring Fly-In. Pecan Plantation Airport (OTX1). Festival Fly-In. (lWF). Airplane rides, Aviation Safety Team Seminar, EAA Chapter 983 Spring Fly-In Come join us for lunch and to share Military reenactments, cash prizes Start Time: 9am End Time: your pride and joy. Start Time: 0900 End Time: 1500 Contact: 6pmSunday, June 8 - Jackson, MI. EAA Chapter 304 40th Annual Doug Crumrine, Phone: 817-573-1220, Email: [email protected] Fly In Cruse In Pancake Breakfast. Jackson County/ Reynolds Field May 16-18 - Kewanee, IL - 6th Annual Midwest Aeronca Festival. Kewanee (JXN) . Dash plaques to first 100 aircraft and cars. Start Time: 7AM Municipal Airport (Ell). Seminars, flying contests, food, camping and End Time: 12PM Contact: John Eiler, Phone: 5174744878, Email: music. Showers on field. Bring your tail draggers. All aircraft welcome. [email protected] Lot's of grass to land on and to park/ camp Start Time: 8:00am End June 8 - Jackson, MI - EAA Chapter 304 40th Annual Fly In Cruse Time : 10:00am Contact: Jody Wittmeyer, Phone: 309-854-2393, Email: In Pancake Breakfast. Jakcson County/Reynolds Field (JXN) . jodydeb@earthfinknet Dash plaques to first 100 aircraft and cars. Start Time: May 17 - Beloit, WI - Spring Fling Pancake Breakfast and Fly-In. Beloit Airport 7-12 pm Contact: John Eiler, Phone: 517-474-4878, Email: (44C). This is Chapter 60's annual fund raiser for chapter projects, [email protected] scholarships, etc. that includes a full pancakes and eggs breakfast, fly-in, June 8 - Lansing, IL - Wings and Wheels Breakfast/Lunch. classic auto show and other fun activities for the whole family. Start Time: Lansing Municipal Airport (IGQ). EAA Chapter 260 and Joliet 0700 End Time: 1100 Contact: Ken Brooks, Phone: 815-985D717, Model A Restorer's Club will host Wings & Wheels 2008 Email: [email protected] Breakfast and Lunch. Lunch afterll:30 am. Visit historic May 17 - Delaware - EM Vintage 27 Fly-in Breakfast. Delaware Municipal Ford Tri-Motor hangar and hear about it's history. 7-1:30 Airport (DLZ). Fly In breakfast Start Time: 08:00 End Time: 10:00 Contact: pm Contact: Glenn Leszczak, Phone: 708 672-9865, Email: Woody Mcintire, Phone: 6145652887, Email: wjmcintire@cs .com [email protected] May 18 - Brodhead, WI- EM Chapter 431 Community Pancake Breakfast. June 8 - Meadville, PA - EAA 1194 11th Annual Fly In. Port Brodhead Airport (C37). Brodhead Airport EM Chapter 431 annual Meadville Airport (GKJ). 11th Annual Fly- In/ Drive In Breakfast. Community Pancake Breakfast. Serving from 7:00 am to noon. Homebuilt Featuring the Carolinas Aviation Museum's Piedmont Airlines and antique aircraft on display. Start Time: 7:00 am End Time: 12:00 Douglas DC-3. 7-3pm Contact: Rich Starn, Phone: 814-382­ noon Contact: Mike Weeden, Email: [email protected] 9080, Email: [email protected] VINTAG E AIRPLANE 37 Calendar continued June 12-15 - Middletown, OH - Hook Municipal Airport (MWO). 14th National Aeronca Association Convention. See more Aeroncas in one place than you'll see anywhere in the world. Tours, forums and lots of fe ll owship, fun and flying will make this a weekend event you won't want to miss. For more information: www.aeroncapilots.com, email [email protected] call 216-337-5643. June 12·15 - Stauning, Denmark - 41st International KZ-rally and fly-in . Stauning Airport (EKVD). 41st annual international KZ-rally. Fly-in and annual meeting of EAA 655 started Something to buy , 41 years ago and is the oldest aviation event in Denmark, and the ONLY civilian annual event here (others are bi-annual or air force) Contact: Erik Gj.0rup Kristensen , Phone: +45 sell , or t r ade? 304911 72, Email : [email protected] Classified Word Ads : $5.50 per 10 words, June 13·15 - Gainesville, TX - Texas Antique Aircraft Fly-in . Gainesville Municipal (GLE). North 180 words maximum, with boldface lead-in Texas Antique Aircraft Fly-in. Come and join in on the fun . Start Time: 10:00 End Time: on first line. 18:00 Contact: Terry Wallace, Phone: 817-706-3173, Email: [email protected] Classified Display Ads : One column wide June 17·21 - Lock Haven, PA - 23rd Annual Sentimental Journey to Cub Haven . William T. Piper (2.167 inches) by 1, 2, or 3 inches high at Memorial (LHV). The 23rd Annual Sentimental Journey to Cub Haven Fly-In June 17th - 21st. $20 per inch. Black and white only, and no frequency discounts. Featured airplanes: J-5, PA-25 Pawnee and PA 36 Brave. Camping fees : $12.00/ night, RVs Advertising Closing Dates: 10th of second $15.00/ night. Contact: Sentimental Journey, Inc., Phone: (570) 893-4200, Email: [email protected] month prior to desired issue date (i.e. , June 19·20 - St. Louis, MO - American Waco Club Fly-In . Dauster Flying Field (lHO). You January 10 is the closing date for the March can also contact Jerry Brown at 317-422-9366 or [email protected] Contact: Phil issue). VAA reserves the right to reject any Coulson, Phone: 269-624-6490, Ernail : [email protected] advertising in conflict with its policies. Rates June 21 - Porterville, CA - Eagle Mountain Air Show at Porterville Airport Aerobatics, Warbird cover one insertion per issue. Classified ads fly-bys, vinatge, military and civilian aircraft on display, Awards for display planes Gates are not accepted via phone. Payment must accompany order. Word ads may be sent via open at 8 AM Flour bombing and spot-landing in the morning. Food , beverage, crafts fax (920-426-4828) or e-mai l (classads@ vendors Contact: (559) 289-0887. eaa.org) using credit card payment (all cards June 21 - Delaware, OH ~ EAA Vintage 27 Fly In Breakfast. (DLZ). Fly In Breakfast Start accepted). Include name on card, complete Tirne: 08:00 End Tirne: 10:00 Contact: Woody Mcintire, Phone: 6145652887, Email : address, type of card, card number, and [email protected] expiration date. Make checks payable to June 26·29 - Mt. Vernon , OH - Wynkoop Airport (6G4) 49th Annual National Waco Club EAA. Address advertising correspondence to Reunion. For rnore info contact Andy Heins at 937-313-5931 or email [email protected] EAA Publications Classified Ad Manager, P.O . June 28 - Gardner, KS - Greater Kansas City Vintage Fly-in. Gardner Municipal Airport (K34). Box 3086, Oshkosh, WI 54903-3086. Pancake Breakfast starting at 7:00am. Lunch on the field and BBQ cookout Friday and MISCELLANEOUS Saturday evening. Enjoy Old Tyme Aeroplane movies Friday and Saturday nights. Carnping permitted on-field and motel transportation provided to/from the airport. Start Time: 0700 Flying wires available. 1994 pricing. Visit End Tirne: 2200 Contact: Jeff Sullens, Phone: (816) 729-3151, Email: [email protected] July 11·13 - Alliance, OH - Annual Taylorcraft-Aeronca Fly-In. Barber Airport (2Dl). All www.f1yingwires.com or call 800­ grassroots aircraft welcorne. Breakfast on Saturday and Sunday by EAA Chapter 82. 517-9278. Contact: Forrest Barber, Phone: 330-823-1168, Email : [email protected] July 11·13 - Lompoc, CA - West Coast Piper Cub Fly in. Lompoc Municipal Airport (LPC) . Aircraft Construction and Restoration, 24th annual West Coast Cub fly-in here in the beautiful Lompoc Valley. Contact: Bruce Russ Lassetter, Cleveland, GA. 706­ Fall, Phone : (805) 733-1914, Email: [email protected] 348-7514 July 19 - Delaware, OH - EAA Vintage 27 Fly In Breakfast. (DLZ). Fly In Breakfast Start Time: 08:00 End Time: 10:00 Contact: Woody Mc intire, Phone: 6145652887, Email: HVLP Sprayer-C.J. Spray Model 750 for [email protected] low viscosity coatings with 25' hose. Purchased June 2000 for BC12D project. Never used. Asking $400. Contact Nancy: Dakotas_deais@att. net or 978-664-5303.

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VINTAGE AIRPLANE 3 9 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION EAA's VINTAGE AIRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vi ce-President Geoff Robison George Daubner Web Sites: www.vil1tageaircra{t.org. www.airventure.org, www.eaa.org/memberbel1efits 1521 E. MacGregor Dr. 2448 Lough Lane E-Ma il : vil1tageaircra{[email protected] New Haven , IN 46774 Hartford, W I 53027 260·493-4724 262-673-5885 EAA and Division Membership Services Flying Start Program ...... 920-426-6847 cllie{702S@ao/.[om gdaubllfrC.lileaa.org 800-843-3612 ...... FAX 920-426-676 1 Library Service5/Research ...... 920-426-4848 Secretary Treasurer (8:00 AM-7:00 PM Monday-Friday CST) Medical Questions...... 920-426-61 12 Steve Nesse Charl es W. Harris 2009 Highland Ave. 72 15 Ea st 46th 5t. oNew/renew memberships: EAA, Divisions Technica l Counselors ...... 920-426-6864 Albert Lea, M N 56007 Tulsa, OJ( 74147 507-373- 1674 9 18-622-8400 (Vintage Aircraft Association, lAC, Warbirds), Young Eagles ...... 877-806-8902 stnes@deskllledia.(om cwh@h v5U.com National Association of Flight Instructors Benefits (NAFI) AUA Vintage Insurance Plan ... ..800-727-3823 DIRECTORS oAddress changes EAA Aircraft Insurance Plan . . ...866-647-4322 Steve Bender Dale A. Gustafson oMerchandise sa les Term Life and Accidental ...... 800-241-6103 85 Brush H ill Road 7724 Shady Hills D r. Sherborn, MA 01770 Indianapolis, IN 46278 oGift memberships Death Insurance (Harvey Watt &; Company) 508-653-7557 3 17 -293-4430 EAA Platinum VISA Card . . 800-853-55 76 ext. 8884 sst JO@comcast. I1 et dalefaye@ms/,.com Programs and Activities EA A Aircraft Financing Plan . . .. 866-808-6040 EAA AirVenture Fax-On-Demand Directory David Be nnett Jea n nie Hill EAA Enterprise Rent-A-Car Program 375 Ki lldeer Ct P.O. Box 328 ...... 732-885-6 711 ...... 877-GA1 -ERAC Lincoln, CA 95648 Harvard, IL 60033-0328 Auto Fuel STCs ...... 920-426-4843 916-645-8370 815-943-7205 Editorial ...... _..920-426-4825 antiqller@il1rf:'l1 cil.com dil1gha oCti>owc. net Buildlrestore information ...... 920-426-4821 VAA Office .... . _. __ . __ ....FAX 920-426-6865 John Be rendt Espie " Butch" j oyce Chapters: locating/organizing ....920-426-4876 7645 Echo Poin t Rd. 704 N. Regional Rd . Education ...... 888-322-3229 Cannon Falls, MN 55009 Greensboro, NC 27409 507-263-24 14 336-668-3650 ° EAA Ai r Academy EAA Aviation Foundation {[email protected] w;I,dsock@aoi .coll1 ° EAA Scholarships Artifact Donations ...... 920-426-4877 Jerry Brown Da n Knutson Fli ght Advisors information ...... 920-426-6864 Financial Support ...... 800-236-1025 4605 Hickory Wood Row 106 Tena Marie Circle Flight Instructor information .....920-426-6801 Greenwood, IN 46 143 Lodi, WI 53555 3 17 -535-8882 608-593-7224 [email protected] [email protected] MEMBERSHIP INFORMATION Dave Clark Steve KIog 635 Vestal Lane 1002 Heather Ln. EAA lAC Plainfield, IN 46168 Hartford, WI 53027 Membership in the Experimental Aircraft C urre nt EAA m e mbe rs may jo in the 317 -839-4500 262-966-7627 [email protected] [email protected] Association, Inc. is $40 for o ne year, includ­ Internatio nal Ae robatic Club, Inc. Div i­ ing 12 issues of SPORT AVIATION. Family sio n and receive SPOR T AER OBATICS j ohn 5. Copeland Robert D. "Bob" Lumley l A Deacon Street 1265 South 124th St. membership is an additio nal $10 annually. magaZine fo r an additio na l $45 per year. Northborough, MA 01532 Brookfield, WI 53005 Junior Membership (under 19 years of age) EAA Me mbership, SPORT AER OBAT­ 508-393-4775 262-782-2633 (opeJal1lll@j"tlo.com i lll1lper@execpc.(olll is available at $23 annua lly. All major credit ICS m agazine and o ne year m e mbe rship cards accepted for membership. (A dd $16 for in the lAC Div isio n is available fo r $55 Phil Cou lson Dean Richardson Foreign Postage_) p e r year (SP OR T AVIATION magaZine 28415 Springbrook Dr. 1429 Kings Lynn Rd Lawton, M I 49065 Stoughton, WI 53589 not included ). (A dd $1 8 for Fore ig n .J- 269-624-6490 608-877-8485 EAA SPORT PILOT Postage_) rcou/so11516(q)(s .com [email protected], C urrent EAA m e mbe rs may add EA A S.H. " Wes" Schmid SPORT PILOT magaZine fo r a n additional WARBIRDS 2359 Le febe r Avenue Wauwatosa, WI 532 13 $20 per year. Current EAA members may join the EAA 4 14-77 1-1 545 EAA Mem b e rship and EAA S PORT Warbirds of Ame rica Division and rece ive slisc/[email protected] PILOT magaZine is avail able fo r $40 per WA RBIRDS magazine for an additional $45 year (SPORT AVIATION magazine n o t in­ per year. DIRECTORS cluded). (Add $16 for Foreign Postage_) EA A Me mbe rship, WA RBIRDS m aga­ EMERITUS zine and o n e year m e mbe rship in the Robert C. Bra uer E.E. "Buck" Hilbert VINTAGE AIRCRAFT ASSOCIATION Warbirds Divi5io n is available fo r $55 per 9345 S. Hoyne 8102 Leech Rd . Chicago, IL 60620 Union, IL 60180 C u rren t EAA m embe rs may jo in the yea r (SPORT AVIATION m agaZine no t in­ 805-782-97 I3 8 15-923-459 1 Vintage Aircraft Associatio n a nd receive cluded). (A dd $7 for Fo reign Postage_) [email protected] m b,ICk7ac@dls."et VINTAGE AIRPLANE maga2ine fo r an ad­ Ge ne Chase Gene Morris ditio nal $36 per year. FOREIGN MEMBERSHIPS 2 159 Carlton Rd . 5936 Steve Court Oshkosh, W I 54904 Roa noke, TX 76262 EA A Membership, VINTAGE AIRPLANE Please submit your remittance with a 920-231-5002 8 17-491-9110 magazine and one year membership in the EAA check o r draft drawn o n a United Sta tes [email protected] gellel1l [email protected] Vintage Aircraft Association is available for $46 ban k payable in United States dollars. Add Ronald C. Fritz j oh n Turgyan per year (SPORT AVIATIO N magazine not in­ req uired Fo reign Postage amou nt fo r each 1540 1 Sparta Ave. PO Box 2 19 cluded). (Add $7 for Foreign Postage_) membersh ip. Kent City, MI 49330 New Egypt, Nj 08533 6 16-678-5012 609-758-2910 rFritz@patllwaYI1t't.com jrlllrgya IJ [email protected] Membership dues to EM and its divisions are not tax deductible as charitable contributions

Copyright ©21J08 by the EM Vintage Aircraft Association, All rights reserved. VINTAGE AI RPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association ol lhe Experimental Aircraft Association and is published monthly at EM Avia­ lion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh. Wisconsin 54903-3086, <>-mail: [email protected]. Membership to Vintage Aircraft Association, which includes 12 issues of Vinlage Airplane magazine. is $36 per year for EM members and $46 lor non-EM 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 40032445 Return undeliverable Canadian addresses to World Distribution Services. Station A, PO Box 54, Windsor, ON N9A 6J5. <>-mail: [email protected]. FOR­ EIGN ANO APO ADDRESSES - Please allow at least two months for deliv8l)l of VINTAGE AIRPLAN E to loreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Members are encouraged to submit stories and pholographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VI NTAGE AIRPLANE, PO Box 3086. Oshkosh. WI 54903-3086. Phone 920-426-4800. EM® and EM SPORT AVIATION®, the EM Logo® and Aeronautica'" are registered trademarks, trademarl

40 APRIL 2 008