VOL. 31 , No. 9 SEPTEMBER 2003

2 VAA NEWS/H.G. Frautschy

4 2003 AIRVENTURE AWARDS

6 JOHN MILLER RECALLS A LITTLE FLYING INCIDENT IN 1929/john Miller

8 TAILWHEEL TRANSITION TRAINING, PART 3 CROSSWIND TECHNIQUE AND SLIPS TO LANDING­ THE LOST ARTS?/Donovan Hammer

10 MYSTERY PLANE/H.G. Frautschy

11 ONE LARGE ADRENALINE COCKTAIL WHAT HAPPENS WHEN THE FUSELAGE GAS TANK SPLITS OPEN IN FLIGHT WITH NO PLACE TO GO?/ Al Kelch

14 RICHARD PORTER'S C-196 A ROUND-MoTORED " WHATSIT?"/Budd Davisson

18 VAA CHAPTER LOCATOR VISIT THE VAA CHAPTER NEAREST YOU AND GET TO KNOW SOME GREAT OLD-AIRPLANE ENTHUSIASTS!

19 PASS IT TO BUCK

20 VAA CHAPTERS IN ACTION VAA CHAPTER 30's YOUNG EAGLES RALLY/ H.G. Frautschy

21 A LEAP OF FAITH Rob Mixon

22 THE VINTAGE INSTRUCTOR WHAT'S GOING ON?/ Dou g Stewart

25 CALENDAR

27 NEW MEMBERS

28 CLASSIFIED ADS

Front Cover: Behind the thundering 450 hp Pratt & Whitney R-985 are pilot Publisher TOM POBEREZNY Richard Porter and his passenger, Mark Boykin in Porter's Cessna "196" a con­ Editor-in-Chief scon SPANGLER version of the classic Cessna 195. EAA photo by Jim Koepnick, EAA Cessna 210 Executive Editor MIKE DIFRISCO photo plane flown by Bruce Moore. News Editor RIC REYNOLDS Photography Staff JIM KOEPNICK LEEANN ABRAMS Back Cover: A Century of Flight is the title of Leon Basler's mi xed media paint­ TRISHA LUNDQUIST ing that depicts the progress of flight throughout the century. Leon 's worked as Advertising Coordinator JULIE RUSSO a commercial artist and currently serves as the corporate pilot and creative Advertising/ Editorial Assistant ISABELLE WISKE designer for Kadrmas, Lee and Jackson in Bismarck, North Dakota. Leon 's art­ Copy Editing COLLEEN WALSH KATHLEEN WITMAN work was presented with the Theme-Par Excellence ribbon during the 2003 VINTAGE A.;.;I.;.;R"-P.;;;L.;.;A.;.;N.;;;E'--______---1 EAA Sport Aviation Art Competition. Executive Director, Editor HENRY G. FRAUTSCHY VAA Administrative Assistant THERESA BOOKS Contributing Ed itors JOHN UNDERWOOD BUDD DAVISSON STRAIGHT Be LE EL BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION Hats off to our volunteers!

I don't know about you, but after few rows of the camping area that are spending nearly two-and-a-half weeks set aside for homebuilt camping, and in Oshkosh working and enjoying EAA that's often the reason you see a gap in AirVenture 2003, making the shift back the parking as you are directed south to working for a living is a tough transi­ toward the rest of showplane camping. last year. After checking with the tion! I've been trying to think of all of On the opening day of EAA AirVen­ judges about any discrepancies that the events that took place, and put ture, we did a physical inventory of they needed to address, they went them in some sort or order, but it's diffi­ airplanes in the showplane camping home and worked on the airplane, and cult, since there were so many great area, plus our VAA parking, and we were presented with the Grand Cham­ activities that took place. counted nearly 1,100 airplanes, a record pion Lindy. Great job! Congratulations This year's event was a great success number of showplanes for us. It also to all the winners. I strongly believe in every respect. Thanks to good seemed that many folks chose to stay that if it were not for the awards pro­ weather in the central Midwest, we longer and participate in the many fo­ gram, many of these great airplanes in had a large number of airplanes arrive rums and visit the displays, including each of the judging categories would during the weekend prior to the con­ Countdown to Kitty Hawk. not be restored to the levels we see to­ vention's start on Tuesday. We were This year, the judges also had their day. It's truly remarkable. blessed with a great group of volun­ hands full. Before EAA AirVenture My hat's off to the hard-working teers who showed up early, and our starts, the judges arrive early enough chairmen, co-chairmen, and sunburned flight line safety and Tall Pines Cafe to be issued their equipment. It's a volunteers of the flight line safety crew. volunteers were able to help their fel­ great plan, and when it works, the On scooters and on foot, these folks do low VAA members get off to an judges can start reviewing aircraft be­ their best to help VAA members and enjoyable start to the week. fore the actual start of the event. Not nonmembers alike park and depart Over the years, as the convention this year. The computer system issued with their airplanes, sometimes with an grounds have been rearranged by EAA, to our judges was not working prop­ interval of only a few seconds. During we 've had to adjust our parking area erly, and would remain in various that time, they have to ensure the air­ layout. We're working on that again. states of disarray for the duration of plane's in a safe environment, check its To explain it further, for many years the convention. Not to be outflanked registration number, and if needed, we've kept the area just to the south of by a computer, our judges were issued check on the radio to see if it qualifies the Theater in the Woods as antique our old-fashioned pencil and paper to park in the showplane camping area, (no camping) parking only, and then forms at the beginning of the week, and then point them toward the right started showplane camping about and they accomplished their tasks spot. That's a lot to do on a hot day, halfway through this area to the south. with their usual efficiency. They all did and there are times when it gets a bit In the past, with demand for camping a great job under trying circumstances. hectic, and their conversations with the parking not as great in this area, we'd Needless to say, we will be working airplane pilots are pretty short and to fill in part of that area with "round en­ closely with EAA to ensure a revision the point. We appreciate the coopera­ gine" airplanes, most often classics. to the computer program meets the tion of pilots who are equally hot and This year, we didn't need to fill in the needs of the members and the judges. tired after a long flight. area, so many of those classics were The restoration of aircraft continues Parking is always an issue we work parked in different areas. to get better and better. Take, for exam­ with during EAA AirVenture. We Camping in the south half of the ple, the Classic Grand Champion for will be conducting a review of the convention grounds is not just VAA 2003. Mike Greenblatt and his wife, parking arrangements for the entire camping, but all of showplane camp­ Lydia, are a real team when it comes to showplane parking area that VAA ing. As more and more homebuilders their Beech 18 and its restoration. This administers during the convention. are camping with their aircraft, we're wasn't a one-time shot at the top Let's all pull in the same direction working with the homebuilt commu­ award, either. They've worked on that for the good of aviation. Remember, nity to accommodate those pilots who airplane for a number of years, getting we are better together. Join us and camp with their airplanes. There are a as close as Reserve Grand Champion have it all! ......

VINTAGE AIRPLANE VAA NEWS

Sport Pilot Takes a Major Step at EAA AirVenture EAA AirVenture Oshkosh attendees are ac­ The light-sport aircraft portion of the customed to big announcements, but they rule will require that all manufacturers up­ heard a huge one July 31, during FAA Ad­ hold the consensus standards that are ministrator Marion Blakey's "Meet the being established by the industry/commu­ Administrator" session. nity/government committee administered Held this year in the largest EAA forum by ASTM, thus ensuring that each new pavilion, which nearly quadrupled the num­ ready-to-fly light-sport aircraft will be con­ ber of available seats, she told a structed within accepted design and standing-room-only crowd that she'd quality assurance standards. FAA Administrator Marion Blakey addresses representatives of type signed the sport pilot/light-sport aircraft Most of the ASTM standards for LSA clubs during the annual EAAj VAA (SP/LSA) rulemaking package and for­ should be completed when FAA issues the Type Club. warded it to the Department of final SP/LSA rule. The powered parachute Transportation (DOT). standards are already completed, and the EAA AirVenture Brings Gov­ Secretary of Transportation Norman fixed-wing committee has completed its ernment-Industry-Aviators Mineta attended EAA AirVenture two days quality control standard. It is in the final Together later and said that SP/LSA would not be in stages of balloting its other standards. As the world's pre-eminent gen­ his office long. After DOT and Office of The weight-shift (trike), gyroplane, and eral and recreational aviation Management and Budget (OMB) approval, glider committees have also begun work showcase, EAA AirVenture Oshkosh SP/LSA will become official upon publica­ on their various required standards. After is where all the players of aviation­ tion in the Federal Register. the final SP/LSA rule is published, the var­ government, industry, association, "This will serve the needs of aviation ious consensus standards will be adjusted and the general public-meet and enthusiasts for many years to come," said as necessary to meet the final rule speci­ get things done. the administrator, making her first visit to fications. "This week is important to our Oshkosh. "It's expected to greatly reduce While the SP/LSA announcement was government relations because it the barriers for becoming a pilot and for the highlight of her forum, FAA Administra­ gives EAA a tool nobody else has," becoming an aircraft owner. I can assure tor Blakey discussed the year-old FITS said Earl Lawrence, EAA vice presi­ you I'm going to work very hard with DOT (FAA-Industry Training Standards) program, dent of industry and regulatory as the rule continues to move forward." created in partnership with Cirrus DeSign, affairs. "In one day government of­ "This is a momentous step on the road AirShares Elite, Avidyne, and Garmin. The ficials can see everything related to to seeing sport pilot/light-sport aircraft be­ program aims to develop tailored training general aviation and recreational come a reality," commented EAA President for the individual ways pilots use their air­ aviation that would take them years Tom Poberezny. planes. "One size doesn't fit all," Blakey to see at different events. Just as im­ EAA continues to work closely with the said of current training. portant is that the people and the FAA to ensure that the infrastructure She also announced the expansion of aircraft that come to Oshkosh relate needed for training and aircraft inspection the DAR (deSignated airworthiness repre­ with each other. People don't realize are in place so members can fully realize sentative) inspection program. "The what effect it has on officials when the rule's benefits when it takes effect. number of homebuilt aircraft is growing, they come here and see how polite EAA also has worked closely with aviation which is great," Blakey noted, "and we're everyone is, how much fun they're industry representatives, through the developing a new DAR designation. The having; they see the families, and ASTM International standards-setting DAR program will have more inspectors, see the beautiful airplanes." process, to establish light-sport aircraft which means more inspections and AirVenture is an important part manufacturing standards. greater safety." of EAA's year-round work with gov­ ernment and aviation officials to VAA Hall of Fame 2004 Nominees Sougirt promote the needs of EAAers and the general aviation community. Time is running out for submitting nominations for the 2004 EAA concentrates on five key issues: VAA Hall of Fame. If you know someone who has made lifelong homebuilt aircraft; fuel; aging air­ contributions to the vintage airplane community, consider nomi­ craft; security; and, of course, the nating him or her for this honor. The deadline for nominations is sport pilotl1ight-sport aircraft September 30, 2003. Copies of the nomination form can be down­ (SP/LSA) rule. Some of the areas of loaded at www.vintageaircraft.org/programs/nominating.html. particular concern to vintage air­ Please do it soon! craft owners include; 2 SEPTEMBER 2003 Fuel Discovery Networks Spotlight EAA has devoted considerable Aviation's Birth, EAA AirVenture resources to researching viable re­ In September the Discovery Chan­ placements for leaded aviation nel and its digital aviation network fuels. While there were no fuel-spe­ the Discovery Wings Channel will air cific meetings this year, new special programming that you won't aircraft engines by Honda/Tele­ want to miss. dyne Continental and Bombardier On September 17, the Discovery tout the use of autogas. "By devel­ Wings Channel airs Oshkosh 2003: oping these replacements and The Centennial Edition. Produced by technologies, it offers the possibil­ EAA TV, the hour-long recap of EAA Air­ ity of changing to a nonleaded fuel Venture Oshkosh 2003 focuses on and keeping everyone in the air," piloting, economics of general avia­ Lawrence said. tion, homebuilding and access to the Aging Aircraft Jim Wrigbt and skies, EAA's unique aviation commu­ Field approvals were a hot topic Hughes Racer Lost nity at AirVenture, and a look ahead to at the annual FAA and type clubs One of the most beautiful repro­ aviation's second century. Scheduled meetings. "We worked directly duction aircraft ever built and the airtime is 9 p.m. EDT, with repeats at with the FAA Small Airplane Direc­ innovative visionary who spear­ midnight and (September 18) 5 a.m ., torate to develop material that headed the creation of the recently 8 a.m., 1 p.m., and 4 p.m. makes it easier for people to main­ completed Hughes H-1 racer were On September 19, the Discovery tain older aircraft," said Lawrence. both lost when James L. Wright, 53, Channel will air a two-hour documen­ "That system can be difficult, so was forced to make an emergency tary, The Wright Brothers: Rrst In Right, EAA and other aviation organiza­ landing in Yellowstone National Park. featuring extensive focus on EAA's tions have been working with the Attempting to land in the area of the Countdown to Kitty Hawk and the con­ FAA to develop procedures and Midway Geyser, witnesses stated he struction of EAA 's authentic poliCies that'll make it easier to veered away at the last instant when reproduction of the 1903 Wright Flyer keep aging aircraft flying." he realized a number of people were by The Wright Experience in Warrenton, Security in the area. Several witnesses men­ Virginia. The documentary follows the Transportation Security Admin­ tioned a few loud pops of noises parallel paths of the Wrights in 1903 istration (TSA) representatives coming from the plane, and then si­ and The Wright Experience in 2003 as attended EAA AirVenture to see lence as it made its controlled descent Ken Hyde and his team employ reverse how general aviation operates. and then crashed. engineering to interpolate the brothers' "We talked about TFRs (temporary Completed last year after a multi­ design process and results from exist­ flight restrictions), and how can year program to re-create the ing Wright aircraft and parts, family we better communicate them to record-setting Hughes racer built for correspondence, and other sources. our membership," Lawrence said. Howard Hughes in 1935, Wright EAA President Tom Poberezny de­ About "pop-up" presidential TFRs, wasted no time in getting the airplane scribes the centennial celebration'S he added, "TSA does not imple­ ready for a speed trial, and on Septem­ significance along with Countdown to ment the presidential TFRs; that's ber 13, 2002, in Reno, Nevada, during Kitty Hawk festivities, culminating in the Secret Service, and the Secret the Reno Air Races, Wright flew the the flight of the Flyer reproduction pre­ Service is hard to communicate Hughes replica to a new speed record cisely at 10:35 on December 17, 2003. with. But the TSA is our spokesper­ over a 3-kilometer course. The FAI cer­ The program first airs on Septem­ son with the Secret Service, and by tified the class C-l.d, Group 1 record ber 19 at 8 p.m. EDT, with repeats working with them, they commu­ of 489.35 kph (303.4 statute mph). scheduled for 11 p.m.; 11 a.m. Sep­ nicate back to the Secret Service Plans were being made for future tember 21; 8 p.m. and 11 p.m. how important this issue is and re­ record attempts later this year. September 25; and 6 p.m. Septem­ lay the feedback coming from the Jim Wright enthusiastically shared ber 27. Portions of the original aviation community. TSA officials his beautiful aircraft with thousands program will appear on Discovery, were here listening to pilots and of EAAers during EAA AirVenture along with same-day footage from getting a better understanding of 2003, and was on his way home EAA's Countdown to Kitty Hawk cele­ the problem, and they're looking when the accident occurred. Our bration and the planned first flight at coming back next year. " condolences to his wife, Betty, the re-creation at Kitty Hawk, on Decem­ Sport Pilot employees of Wright Tool, and the ber 17 at 9 p.m. The program will be From the start, EAA has worked team members who helped construct repeated at midnight and the next tirelessly to move sport pilot/light­ the Hughes racer. day at noon. continued on the page 26

VINTAGE AIRPLANE 3 .. - ...... --­

OS H K 0 S H • 2003 ~ Antique Silver Age (1928-1936) Replica Antique Grand Champion Outstanding Closed Cockpit Monoplane Thomas Wathen William Scott 1930 Stearman Aircraft 4E Max Davis Laird-Turner LTR-14 racer N263Y N663K 1935 Stinson SR-6A Santa Barbara, CA Reno, NV Waconia, MN 55387 Runner Up Colin Clarke Antique Reserve Grand Champion Outstanding Open Cockpit Monoplane 1927 Bellanca CH300 NC796W Richard Jackson 1931 Sikorsky S-39 Kenneth Jorgensen Wenatchee, WA NC50V 1931 Curtis WrightJr. CW1 N10860 Rochester, NH San Dimas, CA Classic Classic Grand Champion Bronze Lindy Outstanding Closed Cockpit Biplane Michael Greenblatt Beech 18 N2913B Replica Aircraft Les Cashmere Midland, GA Jim Wright, 1935 Hughes H-IB NX258Y 1929 Waco CTO Nc16203 Cottage Grove, OR McAlester, OK Classic Classic Reserve Grand Champion World War II Trainer/Liaison aircraft R. Fleeman, Piper J-3 NC92027 Richard Packer Outstanding Open Cockpit Biplane Lawrence, TN 1941 Boeing A75N1 (PT17) N9856G Frank Pavliga 1929 Waco CTO NC675N Class I (0-80 hp) Rootstown, OH Transport Category Malvern Gross, Mooney M18 N4187 Kent and Sandy Blankenburg Eastsound, WA 1942 Lockheed Electra Runner Up Groveland, CA David Allen Class II (81-150 hp) 1930 Waco ASO N662Y Mark Holliday, Cessna 140 NC3537V Lake Elmo, MN World War II Era (1942-1945) Elbert, CO Scott Perdue Class III (151-235 hp) 1942 Stearman PT-17 N62552 World War II Military Trainer/Liaison Barry Weber, Beech 35 N80418 Fort Worth, TX Runner Up Livermore, CA David Hermann Bronze Age (1937-1941) Aeronca 0-58 N48620 Class IV (236 hp & Higher) Richard Packer Two Rivers, WI Richard Epton, Navion Twin DI6A 1941 Boeing A75Nl (PT-17) N9856F N108N Transport Category Brooks, GA Silver Age (1928-1936) Carolinas Historic Aviation Commission Best Custom Classic Mark Grusauski & Museum Frank Sperandeo, Piper PA-22-135 1935 Waco YKC-S NC14614 1942 Douglas DC-3 N44V N3383A Charlotte, NC PLAQUES Fayetteville, AR Bronze Age (1937-1941) Runner Up CLASSIC 2003 Outstanding Closed Cockpit Monoplane Henry Galpin Outstanding Aeronca Champ Michael Vaughan 1928 Travel Air 6000 NC9038 C Pancake 1940 Howard DGA-15 NC22410 Kalispel, MT Aeronca 7 AC N1890E Charleston, IL 61920 Keyser, WV Customized Aircraft Outstanding Open Cockpit Biplane Outstanding Aeronca Chief James Hardie David Harris Patricia Early 1941 De Haviland DH82A Tiger Moth 1939 Taylorcraft BC-65 Aeronca llAC N3729E Heber Springs, AR Kenosha, WI Palmyra, PA

Runner Up Antique Custombuilt Outstanding Cessna 120/140 Frank Iacovelli Christopher Price Russell Roberts 1940 Boeing Stearman N725FR 1930 Heath V Strut NC9549 Cessna 140A N9435A Arlington Heights, IL 60004 Sonoma, CA Seaman,OH

4 SEPTEMBER 2003 Outstanding Cessna 170/180 Custom Class B (81-150HP) CONTEMPORARY Rodney Erickson Thomas Martino Outstanding Beech single Engine Cessna 170 N2600V Ercoupe N2974H Allen Boyce Fairmount, ND Franktown, CO 1959 Beech K35 N637Q Coronado, CA Outstanding Cessna 190/195 Custom Class C (151-235HP) Daniel Petersen Charles Heath Outstanding Cessna 170/172/175 Cessna 195 N195DS Aeronca 15AC N1264H R. Kachergius Unadilla, NE Cottage Grove, OR 97424 1956 Cessna 172 N5148A Orland Park, IL Outstanding Ercoupe Custom Class D (236 and up) David Tulis Robert Petersen Outstanding Cessna 180-182-210 Ercoupe 415-0 N2404H Cessna 180 N2443C Dale Wilkens Atlanta, GA Ca meron Park, CA 1958 Cessna 182 N818H Independence, KS Outstanding Luscombe Preservation Donald Warner Ray Johnson Outstanding Champion Luscombe 8E N77842 Aeronca 11 AC N3469E Erik Hokuf Gilbert, AZ Marion, IN 1958 Champion 7FC N9128R Richfield, MN 55423 Outstanding Navion Best Custom Runner Up William Guy Robert Runkle Outstanding Mooney Mark Cyrier Cessna 140 N1408U Gerald Turney Navion NlO133 Swanton,OH 1963 Mooney M20C N175KT Fort Worth, TX Oakland, CA

Outstanding Piper J-3 Contemporary Contemporary Grand Champion Outstanding Piper PA-18 Super Cub Richard Rademacher Richard Hansen 1959 Beech N404T John Sibbitt Piper J3 NC3650K Batavia, IL 1956 Piper PA-19 N3591A Urbana, OH 43078 Hyannis, NE

Outstanding Piper, Other Contemporary Reserve Grand Champion Outstanding PA-22 Tri-Pacer Windle Henry James Page Piper PA-12 N92754 John Janovetz, 1958 Beech 95 NlOOBH Colleyville, TX 1956 Piper PA-22-150 N4804A Sercay, AR 72143 Raleigh, NC 27604 Contemporary Outstanding Stinson Outstanding Piper PA-24 Comanche Class I Single Engine (0-1 60 hpj Simon Rose William & Susan Harryman Thomas Ferraro 1959 Pacer PA-22 Stinson 108-3CFLWI 1965 Piper PA-24-260 N8582P McKinney, TX St. Albert, AB Marion, IL

Outstanding Swift Class II Single Engine (161-230 hpj Outstanding Piper Cherokee William R. Breese Rick Kent 1957 Cessna 180 N161E Randal Kersten Swift GCl B 78306 9 Blackberry Rd . 1967 Piper PA-32-300 N4019R Omaha, E Searcy, AR Des Moines, WA

Outstanding Taylorcraft Class III Single Engine (231 hp & Outstanding Piper Multi-Engine Robert Hom Higher) David Thomas Taylorcraft BCI2-D N95885 Steven Oxman 1959 Beech H35 N12711 1967 Piper PA-30 C-GGHE Ashland, WI 54806 Riva, MD Clinton, ON

Outstanding Limited Production Customized Single/Multi Engine Outstanding Limited Production Robert Williams Donald Richardson 1966 Piper PA-30 Dean Jennings Grumman G-44 N414U N73LW 1966 Helio H-250 77LF Hayden Lake, ID Gray, ME Ada, OK 74820

Custom Class A (0-80HP) Outstanding Customized Best Continuously Maintained Ellis Clark Donald Gaynor, 1959 Beech K35 Larry Betts Piper J3C-65 N92628 N87DG 1967 Bellanca 17-30 Bath, MI Englewood, FL San Francisco, CA

VINTAGE AIRPLANE 5 n 1929 I was hired by firm in Norwalk, Connecticut, Norwalk Airways, to take de­ day, and there was a livery of and fly its newly kept me very busy hopping four pas­ purchasedI New Standard D-25 five­ sengers at a time for $2.50 a head on private, even private airstrips, place biplane. That was an airplane very short hops, $10 per load. It was a and charged fees for licenses. All pi­ designed especially for barnstorming fast, lucrative operation, so the own­ lots and mechanics had to take state after the Department of Commerce, ers were on their way to paying off written exams, flight tests, and in 1927, grounded the old World War the cost of the airplane, and I was medical exams, which were dupli­ I Standard J-1 airplanes with His­ making a good commission of 20 per­ cates of the federal tests, and pay pano-Suiza engines, operated by the cent. The hops were no more than 5 fees for state licenses. Each airplane old Gates Flying Circus. The New minutes in the air, just out over the was inspected by a state inspector Standard D-2S was designed by an city and harbor and back for a quick and licensed each year for a fee, in engineer from the Sikorsky organiza­ reload, out one side of the cockpit addition to a costly state personal tion, named Komarnitsky under the and in the other simultaneously with property tax. Any fixed base opera­ supervision of Charles Healy Day, the a good pit crew. It was a tight field, tion was licensed and taxed. A designer of the original Standard J-1, and landings had to be made pre­ non-fixed base operation such as and Clyde Pangborn, the chief pilot cisely. The area around the field was barnstorming was therefore not of the Gates Flying Circus. The New all residential. It was only three possible. Insurance requirements Standard D-2S was powered by a months before the stock market crash were burdensome. It was a paradox Wright J-S engine of 22S -hp, the of October 1929, the beginning of that civil aviation could exist at all same type of radial engine that flew the Depression, and everyone had in Connecticut. And that was the Charles Lindbergh across the Atlantic money to spend. real objective. in 1927. The pilot sat in the rear cock­ Connecticut had the first aviation One state aircraft inspector, I will pit to balance the engine, and the regulatory laws, originating in 1911, call him Mr. P, the initial of his name, four passengers sat in a large bathtub­ which were more restrictive in pur­ had been some pre-World War I early shaped cockpit located on the center pose than regulatory, for many bird pilot's mechanic, and he made it of lift under the upper wing center wealthy people in the state hated known that he was the world's most section, all facing forward. It was an airplanes. Some had actually sued in senior, knowledgeable, and strict in­ ideal airplane for barnstorming on a attempts to prevent flying over their spector in existence. He was on duty large scale, such as the Gates opera­ land, claiming it was trespassing. five days a week, but on weekends he tion, out of grass fields of limited size. Failing in that effort, they had insti­ would, on his own time, drive around A field of 1,000 feet was ample with gated the regulatory laws and the the state and harass the pilots who full load and no wind. Connecticut Aviation Commission were trying to make a living. It is I took delivery from Clyde Pang­ to enforce them, thus establishing a hard to believe some of the stunts born, then chief test pilot for the comfortable bureaucracy for some that guy would pull off. He had the New Standard Aircraft Corp., at Teter­ appointees. We pilots used to call it right under the law to enter a hangar boro Airport, New Jersey. After flying the "Commission of Aviation Sup­ at any time, inspect an airplane, and it to Hartford for Connecticut licens­ pression," which fit it perfectly. Even ground it, even without the knowl­ ing, I took it to the little hilltop field after the federal Department of Com­ edge of the owner! As an example, he at Norwalk, its home base, overlook­ merce Bureau of Aeronautics took found an airport directory lying on ing the city, the harbor, and Long over air commerce regulation in the seat of my friend's plane and Island Sound. The takeoff was slightly 1927, the Connecticut Aviation grounded the airplane because it was downgrade with no obstructions to Commission actually expanded and not tied down! The owner entered his clear, right out over the city and har­ proceeded to over-regulate and tax hangar to go flying, only to find the bor. The owners had arranged a civil aviation. It specified require­ plane red tagged. The owner had to special day to introduce their new ments for every airfield, public or comply with paperwork to un-ground 6 SEPTEMBER 2003 descent and actually gave me a very 1"\\,"7i:~"\'7D'" 1ft front of slight climb, as judged by eye and feel 'sfeJicUed the (the pucker factor). I had not gotten on its fuselage, my crowd of eager low enough to get ground effect, but 1nd collected the annual fee. How­ passenger prospects ... by holding straight ahead and care­ ever, in front of my crowd of eager he noticed a slight tear fully holding the best airspeed I was passenger prospects, he ordered me to getting just a little climb, heading out stop flying so that he could inspect ... walked around to the over Long Island Sound with the airplane again. He could not find propeller, put a red smoother air over the water. The en­ anything wrong with the brand new gine was holding its lower power and plane, but he noticed a slight tear in grounding tag on the its vibration, and extraneous popping the canvas boot on the tailskid. It was hub, and announced, and banging was at a steady level. Oil a little triangular tear caused by a pressure was okay. Numerous small stick or stone. He walked around to ... that a new canvas sailboats out on the sound were reas­ the propeller, put a red grounding tag boot would have to suring. Without losing any of that on the hub, and announced, in front precious altitude, I was able to make a of the crowd, that a new canvas boot be installed and a very, very gradual downwind turn would have to be installed and a re­ report made to him back inland. Over the land I felt a port made to him before any more slight upward thermal and nicely flying could be done. This right in before any more flying made it over the rising ground for a the middle of my first big day of pas­ could be done. downwind leg to the field. I did not senger flying! He then loaded his risk a 10-12 mph downwind landing family back into his car and drove having been born, but they were in back on the field because the field off, to harass another pilot some­ effect nonetheless, just as was the law was too short with high trees on the where, no doubt. The purpose of that of gravity before Newton. Just as I downwind end, so a crash would canvas boot was to exclude dirt and was lifting off, with the entire field have been inevitable and disastrous, grass, and possibly field mice, from behind me, and I mean no more especially with the crowd of people at getting up into the fuselage. That lit­ ahead, with that heavy load, the en­ the downwind end. By very careful tle three-cornered tear was not likely gine lost power and started shaking attention to airspeed, I was able to to admit much of such. After Mr. P. the whole airplane violently via the make a second turn, clearing the had gone out of Sight, to the delight rigid engine mount ring. We were houses by a hundred feet or less, and of the crowd I tore off the red tag and launched out over the city in a sink­ make a good landing that apparently resumed flying. ing condition, heading for a dunk in looked perfectly normal to the people The mayor of Norwalk had been the drink of the harbor. . .if we could on the ground. Due to the long slot­ invited to take a flight in the new air­ make it that far. ted opening in the exhaust pipe, not plane and in due time arrived with In those days few single-engine many people had noticed the irregu­ three other men to go. When I saw airplanes had airspeed indicators, lar exhaust of the engine. Believe me, them I was shocked. Everyone of and none had Pilots Operating I was drained and sat in the cockpit them weighed at least 225 pounds; I Handbooks. It was up to the pilot to trying to look calm and normal while suspected 250. They were enormous. become familiar with performance. the mayor and his friends debarked. I That was somewhat in excess of the Fortunately, the D-25 was one of was thinking of the averted disaster 170-pound average passenger weight the earliest planes to come eqUipped and how I never again would risk specified in the airplane's certificate. with an airspeed indicator, and I such an overloaded takeoff. The mayor had been told that he had experimented with stall and continued on the page 27 VINTAGE AIRPLANE 7 Tailwheel Transition Training Part 3 Crosswind technique and slips to landing-the lost arts?

DONOVAN HAMMER

Introduction This time around I want to touch on two topics where these useful, ifnot necessary, flight maneuvers. some transition pilots have a bit oftrouble. These are cross­ For tailwheel airplanes proper crosswind technique is es­ wind technique and slips to landing. Three common threads sential. The same can be said ofslips for most of the older connect these two maneuvers. Both are used as part of the tailwheel airplanes. The methods that I use and teach are no landing approach. Both use cross-control of rudder and different than those shown in th e FAA's Flight Training ailerons. And, both are in danger of becoming lost arts. Handbook AC 61-21A, which serves as the basis for the Crosswind and slip maneuvers are still part of the FAA flight Practical Test Standards (PTS) used in every pilot'S FAA flight exam, but the quality of training and execution are showing exams. However, it should be important to note that the ex­ some ofthe ravages ofneglect in recent decades. Maybe it can amples shown in the pertinent sections ofAC 61-21A use be said that slips are the victim of modern aircraft designs tricycle-gear airplanes. That is to say, for the most part the with their flaps, reduced nldder effectiveness, and clean side techniques used for taildraggers are not so much different, but profiles. On the other hand, crosswind landing and takeoff rather are just a strict adherence to the standard techniques technique owes much ofits demise to the tricycle gear that is that should be used for tricycle airplanes. I view any training toleran t ofbad habits. Modern airplane design and tricycle given to transition pilots to polish-up crosswind and slip tech­ gear have not so much rendered slip and crosswind tech­ niques as remedial in nature and encourage those pilots to niques useless, but rather have made it possible to neglect also use them when flying tricycle ailplanes.

Slips modern "Wichita Iron Clads" may the pattern and on approach. It is Budd Davisson wrote a great arti­ never have experienced a truly effec­ told to us that an off-centered "ball" cle for the January 2003 issue of tive sideslip and may, in fact, find is a standing invitation for a spin if Flight Training magazine. It is recom­ their first exposure a tad unnerving. we inadvertently stall the airplane. mended reading for those interested Both flaps and slips create extra Although an off-centered "ball" is a in this topic. In the article Budd drag, but unlike flaps, the slip re­ necessary condition for a spin, it is laments the rarity of seeing some­ duces lift so that both components not a sufficient condition. Acknowl­ one perform a sideslip to landing, of the lift-drag ratio are working to­ edging that there are always and then discusses the use and ad­ ward a steeper glidepath. In pathological situations for any ma­ vantages of slips. In addition, he addition, exiting a slip increases lift neuver, it can still be said, when dispels the misconception held by and decreases the stall speed, thus properly done, that a slip is no less some that slips are unsafe. the slip can be freely entered and ex­ safe than the Wings-level approach. For many of the older " Rag ited as needed during the approach. It must be mentioned, however, that Wings," the slip is the primary aero­ Conversely, removing flaps decreases although an off-centered "ball" is dynamic means to steepen the lift and increases the stall speed, so okay in the creation of a slip, it is glidepath, as many of these older once the flaps have been applied neither safe nor acceptable to have airplanes do not have flaps. Modern much care must be given in remov­ the "ball" off-centered in such a way airplanes usually cannot be slipped ing them. This explains why the as to induce a skid. A skid truly is as aggressively as the older taildrag­ removal of flaps on the approach is courting disaster when you are low gers. Most modern airplanes do not not a recommended action. Use of and slow. have the same level of rudder re­ slips is much more akin to the use of sponsiveness as the typical spoilers on a glider. Crosswind Landings and Takeoffs taildragger. Also, the drag presented The misconception that slips are There are two issues regarding by the clean side profile of a modern not safe can probably be traced to crosswind landings during transi­ airplane is noticeably less than that the fact that we have all had it tion training. The first is obviously of a tube and fabric airplane like the beaten into our skulls to keep the the use of proper technique, but the Super Cub, Champ, or Citabria. Pi­ "ball" centered in slow flight situa­ second, and somewhat less obvious, lots who have only flown the tions such as what we experience in is the issue of recognizing when 8 SEPTEMBER 2003 crosswind technique is required. It is By the time crosswind compo­ wheel landings must be done with human nature to reduce complex nents reach moderate levels, pretty the minimum of vertical velocity. operations down to their most criti­ much everybody recognizes the Thus taildraggers require good con­ cal tasks. This allows us to dismiss need to use some form of corrective trol over forward and vertical some tasks as trivial so that we can action. A drawback to tricycle air­ airspeeds at touchdown, and it is focus on those that are more impor­ planes is that they do not always important to be able to provide sus­ tant. Because of the tricycle gear's force us to perfect our crosswind tained control over the drift to allow forgiving characteristics, the side technique. Almost any form of flail­ enough time to obtain the correct loads induced by light to moder­ ing can result in a successful, albeit forward or vertical airspeeds during ately light crosswinds present little bumpy, landing. On the other hand, landing. hazard even when no concerted ef­ taildraggers demand us to be profi­ Bad habits usually form the basis fort is made to eliminate the side cient in our crosswind skills, and for any difficulties that some transi­ loads caused by landing with a slight either you have them or you go tion pilots experience during the crab or with a slight sideways drift. someplace where the runway is crosswind portion of tail wheel train­ Since experience rarely punishes Wind-aligned. ing. Bad habits have their start from such infractions, some tricycle gear insufficient primary training and/or pilots soon develop an unconscious Even what might be subsequent neglect. First and fore­ complacency toward those cross­ most, Mother Nature does not winds that fall below some arbitrary perceived as fairly always cooperate during primary threshold. Unless a student pilot is training by providing the adequate trained otherwise, it is almost in­ light crosswinds can conditions for instruction or prac­ evitable for bad habits to arise from be dangerous . . . tice of crosswind techniques. Also, such natural complacency. many find it difficult to use effective Any level of complacency toward The private aircraft that the vast cross-controlled rudder/aileron si ­ crosswinds while landing or taking majority of us fly are relatively slow multaneously with precise elevator off in a taildragger may very well re­ and light. For these aircraft, particu­ control. This is particularly true with sult in loss of directional control. larly the taildraggers, there are two the added workload experienced Even what might be perceived as acceptable methods used for cross­ during landing. Frequently, steep fairly light crosswinds can be dan­ wind landings. The most frequently learning curves and inadequate prac­ gerous in the event of an used method for doing crosswind tice opportunities prevent pilots incompletely rotated three-point landing comes straight from the from achieving the proper level of landing if drift or crab is ignored. FAA's Flight Training Handbook AC proficiency. Bad habits form if these Complacency will not likely last 61-21A. For this type of approach a problems are not corrected early, es­ very long with taildraggers, though. crab is used for most of the final ap­ pecially when the forgiving nature Experience is a harsh teacher. There proach. Then, some adequate time of the tricycle landing gear imposes is nothing like doing S-turns across prior to the flare, a cross-controlled no dramatic penalties for improper a runway centerline to drive home attitude is established. The cross­ crosswind technique. Unfortunately, an object lesson on drift correction. controlled attitude is essentially a taildraggers are unforgiving of lax This is taking low-altitude ground runway-aligned Sideslip into the technique of any form. It is then im­ reference maneuvers to the extreme. crosswind where the slip's sideways portant to unlearn any bad habits It is important for the transition pi­ motion cancels the drift caused by and replace them with the appropri­ lot to develop a keener sense of drift the crosswind. The second method ate skills. or misalignment than may be used is a variation of the first where the One last point regarding cross­ for tricycle-gear airplanes. This is sideslip is established at a higher al­ winds, the takeoffs require the same something that can and should also titude shortly after turning onto the attention to technique as landings. be practiced with that modern final approach. This establishes the Again referring to the FAA's Flight three-wheel "Spam Can." Side loads final glide angle very early and is Training Handbook AC 61 -21A, a pilot impose unnecessary stress on the useful for those older flapless "Rag should also use cross-controls on tricycle landing gear and tires and Wings" because the glide angle can takeoff to maintain alignment with thus should be avoided even be controlled by varying the amount the runway centerline. Only after it though there is little threat of los­ of sideslip being used. The advan­ is confirmed that a positive climb ing directional control. But more tage of both of these two methods has been established with no chance importantly, practicing good align­ described above is that the pilot has of settling back onto the runway ment and drift control every time complete and sustainable control of should the cross-controls be removed you fly, regardless of gear configura­ the drift. A three-point landing is and replaced with a crab. If the air­ tion, sharpens those skills for when done within a very narrow speed plane does settle back onto the you do fly that taildragger. range, nominally at stall speed, and continued on the page 24 VINTAGE AIRPLANE 9 BY H . G . FRAUTSCHY

JUNE'S MYSTERY ANSWER

....------, II A brilliant red and cream restoration of the well- preserved NC9325 by New York antiquers John Schlie and Bill Archer was flown August 1965 after 31 years' storage in a Hempstead garage. Photos and text in Fly­ ing July 1968 are by aero historian and model kit craftsman Gene Thomas. liThe distinctive 25-foot-6-inch wingspan taper­ wing form of the Arrow Sport was complemented by a 27-foot wingspan copy powered by a 1l0-hp Kinner K-5 . It was called the one-of-a-kind C.P.3 Warren Ta­ perwing and was built in 1931 at California Polytechical. Ref. Skyways No. 47, July 1968. ARROW SPORT liThe Arrow Sport V-8 low-wing monoplane with reworked Ford V-8 auto power by Arrow Aircraft and The June Mystery Plane was disguised a bit from its Motors Corp. of Lincoln, Nebraska, followed the bi­ factory configuration, but that didn't fool a few of plane in 1936." you. Here's one of the letters we received: Russ Brown liThe June Mystery Plane is an Arrow Sport biplane Lyndhurst, Ohio by Arrow Aircraft Corp. of Havelock, Nebraska. The side-by-side two-seater was introduced in 1928 with Correct answers were also received from Charles F. unbraced cantilever taper wings. N struts were op­ Schultz, Louisville, Kentucky; John Henry Hess, Man­ tional! A five-cylinder Le Blond radial engine of 60 hp heim, Pennsylvania; Tom Whisnant, Granite Falls, on the original Arrow Sport was rated up to 85 hp for North Carolina; and Wayne Muxlow, Minneapolis, the 1931 Arrow Sport 85. Minnesota.

THIS MONTH'S MYSTERY PLANE COMES FROM ART AND BECKY HASTINGS OF SU­ SANVILLE, CALIFORNIA. THE PHOTO WAS TAKEN IN 1931, AFTER THE AIRPLANE LANDED ON THE ROUND HOLE RANCH, 7S MILES NORTH OF RENO, NEVADA••

SEND YOUR ANSWER TO: EAA, VINTAGE AIRPLANE, P. O. Box 3086 , OSHKOSH, WI 54903-308 6. YOUR ANSWER NEEDS TO BE IN NO LATER THAN OCTOBER 10 , 2003, FOR INCLUSION IN THE DECEMBER 2003 ISSUE OF VINTAGE AIRPLANE. You CA N ALSO SEND YOUR RESPO NSE VIA E-MAIL. S END YOUR ANSWER TO [email protected]. B E SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE ! ) IN THE BODY OF YOUR NOTE AND PUT "(MONTH) MYs­ TERY PLANE" IN THE SUBJECT LINE.

10 SEPTEMBER 2003 What happens when the fuselage gas tank splits open in flight with no place to go?

AL KELCH

any years ago, after search­ trailer with 12-inch tires. All four of the grass, slowing me up but help­ ing and finding the wings were on top of my station ing to lift the tail due to the long gear Franklin Sport 90, of which wagon. Rather than completely and the drag well below the plane. Monly six were built, I con­ restoring it (I couldn't wait that long The power curve problem was now sidered myself lucky. I drove to New to fly it), I did a "powder puff" job to solved, but I had to get out of the York in the dead of winter to pick it get it in the air. grass. Having a little time in float­ up. I left Milwaukee on Friday morn­ Having owned and restored other planes, I applied the floatplane ing and drove almost nonstop to New biplanes, I didn't expect any rigging rule-lift one foot out at a time! It York. When I got tired I would pull problems. It had as many wires as a worked, and I parted a few tree limbs into a wayside, eat a sandwich, and birdcage. I rigged it and had it ready with my wheels on the way out! It take a nap. I had a perfect alarm prior to the Fourth of July. We had was an ominous start of a flight for clock-it was so cold that in 15 or 20 guests on the Fourth for a cookout, which I had waited for so long! In the minutes my cold toes would tell me it and I slipped away after we ate and air was a second thrill. I thought I was time to hit the road again. went for the maiden flight unan­ had lost my touch for rigging. I had a I purchased the Franklin from Bob nounced. The flight was one of two spirited horse on my hands, and my Dart, who usually bought and parted high-pressure adrenaline-pumpers I wish was to get off it as soon as possi­ out aircraft. I don't know how true it had with Frankie. The long gear gives ble. A quick round trip in the pattern is, but the story goes that he suppos­ the biplane a high angle of attack for and getting down as fast as possible edly restored it, and on the first flight takeoff, which I failed to take into ac­ was now my goal-to keep it level the he reportedly lost it on takeoff or count. I opened the throttle and stick was near the sidewall and the landing and plowed into the brush. found the ground had left me before I rudder was lopsided. I made it down, His wife probably told him to get rid knew it. I was quickly learning about of it, or else! There was enough evi­ a phrase I had ignored for many (Above) On my farm strip west of dence on the lower wing to make the years-"behind the power curve." I Mequon. You can clearly see the tri­ story plausible. A picture shows my thought I was driving a dog sled. angular portion of the rudder load on arrival home. I can't conceive Mush was what I did! removed by the factory to give this how I loaded it and drove it home in At the end of my runway is tall example of the Sport snappier han­ one piece. The trailer was a small boat grass, and the wheels skirted the top dling for aerobatics. VINTAGE AIRPLANE 1 1 After my "powder puff" rebuild , I flew the Franklin to After arriving home in Mequon, Wisconsin, with the the EAA convention in Oshkosh. Here it sits on the Franklin Sport. flight line in 1973. but lost it on the rollout. The high part had a negative effect on roll, so logs, and a registered repair station grass stopped me with no damage ex­ they sliced it off, which helped. had signed it off. Oh well! cept to my ego. I kept working on the I returned home with a complete Here we go again. I completed the rigging and got the plane flyable, but set of plans and a renewed approach airframe restoration to show condi­ I found it very attention-prone. I did to rigging. Slim said to test the rigging tion. Now came the engine. It took a then fly it to Ottumwa and many only in still air. If the plane stays level long time to find a usable case. I summer fly-ins, but it was still not hands-off for two minutes, it is rigged lucked into a truckload of Lambert overly friendly to the pilot. correctly. That I did, and resorted to engine parts. Voila-I had it made While vacationing in Florida, two-finger control and my first confi­ and could now complete the restora­ someone told me of "Slim" Felder­ dent enjoyment came about. tion. One more curveball to catch. man, who had something to do with The saga continued. On a very No propeller. I found a new 50-hp the Franklin Sport. I was given a pos­ mild CAVU (ceiling and visibility un­ Continental wooden propeller, which sible location-Punta Gorda-and limited) day I was taking some friends oddly enough is larger than a Conti­ found only one Felderman in that for rides. A dark storm appeared some nental 85 hp. I tried it and found that area. On ringing the doorbell, a tall, distance to the north, traveling east. I the 90-hp Lambert would not pull it wiry, and sprightly old man invited tied the Sport down near the barn. up to the proper static rpm. In des­ me in. I told him I had a Franklin "No problem," I thought. We stood peration I took a Stanley Sureform file Sport NC13139 registration number. under the patio roof on the barn, and started lowering its pitch right He asked me, "Have you rolled it, watching the storm pass, and visiting, on the plane. I started the engine to spun it, or looped it yet?" In com­ when all of a sudden hail the size of test it, then whittled away several plete surprise I retorted, "No-I have golf balls came tumbling down off times until I got it close to right. I trouble making it behave the way I the roof. First they bounced off the took the prop off, sanded it smooth, would like it to." He snapped back, wing of the plane. Then they didn't­ and then checked its balance. I tried "That's your fault." Having somewhat going right through the top cloth and it again, and it had a little roughness of an accumulated ego with past then, finally, through the bottom that a wad of gum on one blade restorations, I was taken back. He ex­ cloth, too. There stood my Franklin cured. After a little more sanding, it plained that I was over controlling it, Sport in rags! Back to square one! was ready for varnish. It still runs that 13139 had been built for an aer­ I had always regretted my not do­ smoothly years and years later. obatic pilot as a showplane. (I later ing a complete restoration the first I hadn't gotten it to Oshkosh all found a fellow who had used it for time. So I dug into a complete restora­ this time and couldn't wait to do so. that purpose and liked it.) Slim care­ tion, all the way down to bare steel, With Oshkosh only a few days away, fully explained that to make it quicker new wings-the whole nine yards. I took off to go. I always fly a few on aerobatics, they had taken some Surprises were many. I found one en­ rounds of the pattern listening and of its inherent stability from it, which gine lug on the crankcase, which smelling to be sure. A slight rough­ made it quicker in maneuvers. He bolts the engine to the mount, had ness and vibration had set in. I found asked me if I knew why the lower been broken off and reattached with the faulty cylinder and replaced it rudder had an angular piece removed. stove bolts through the case with with a spare I had done with the I didn't. He explained that the axis of nuts on the inside of the case. J.B. overhaul. After another few rounds, roll is two-thirds up the vertical fuse­ Weld adhesive was used to make it oil it sounded good, and off I went. I lage tube at the tail and that the lower tight. I immediately looked at the stopped at West Bend to visit Earl 12 SEPTEMBER 2003 In 1975, EAA pho­ tographer Ted Koston shot these three "Birds of a ~MIilI Feather. "

Steer and filled the gas tank with 24 ing was plenty large and long, but load. Other pilots wouldn't fly them. gallons of fuel. Away I went, ignor­ had large pumpkins in it. Knowing The long wings made them danger­ ing all caution and heading straight how tough the vines are, they would ous; a quick turn and the long wings over the Kettle Moraine State Forest surely trip me on my back. At the could hit ground. to Oshkosh. other end of the patch was a line of After lunch we gathered some tools To digress for just a moment-In large trees with an opening large and took off the cowling and all hin­ my restoration I made a new gas tank enough to go through, and I could drances to get the tank out. In the and had intended to weld it at my see stubble on the other side of the meantime, I had phoned Vintage company where we did aluminum opening in the trees. I carefully spent headquarters at Oshkosh and told welding daily. Dale Crites mentioned off my altitude to go through the them my plight. Before I knew it the that since he was the one to sign it opening. There was a stubble field for Williams brothers, Ken and George, off, he would prefer that I have it sure, but a hill rose directly in front drove down and picked me up, gas welded by a registered aircraft welder. of me. It is impossible to land up hill tank in hand. The welding school at I did that, and it looked fine. Now with the engine off. I think an angel the fly-in had an old-timer who had back to the story. had its hands on the stick to make a welded all the Waco gas tanks at the Right in the thickest part of the power-off 90-degree turn, 10 feet factory, using hydrogen in place of forest the gas tank split wide open, from terra firma. acetylene. He washed the tank out and 24 gallons of gas came pouring I straightened out, and the Sport thoroughly with water, hid behind a down the fuselage under my feet. and I rolled less than 100 feet. I liter­ post, and struck a lighted torch in the Off went the switch-the short ally escalated out of the cockpit and tank neck. When that didn't result in stacks would surely ignite the gas scrambled up the hillside where I an explosion, he decided it was okay and, "Poof!" watched the gasoline still running to re-weld the tank. I was escorted To digress again-Arlo Martine, a out of the fuselage. An approaching back to the farm, just west of Ke­ very old-time instructor at Waukesha farm tractor that started circling the waskum, and we laboriously replaced County Airport where I hung out plane interrupted my thoughts. My the tank. I purchased some tractor with Dale, once gave me a refresher fear factor rose fast. I was afraid the gas from my "new" farmer friend, checkout on this situation, turning tractor could ignite the gas fumes and thanked him and his wife, prom­ off the switch and declaring an emer­ that were all over the ground. I got ising to come back some time and gency landing-I saw a big juicy field him away from the plane. We sur­ give him a ride (which I did). right in front of me. "TRAP." I started veyed the problem and went to his Back in the cockpit, I pushed the a regular power-off decent. Arlo house to wait for the gas to evapo­ throttle to the wall, dodged some turned the engine back on and ad­ rate to a safe level. It was lunchtime, implements left in the field, and monished me, "Just suppose there is a and they invited me to lunch. What took off! ditch or something that you can't see a farm-style lunch they gave me­ I immediately spotted an ugly rain­ from here, or something worse like pork chops, mashed potatoes and storm between my goal and me. I large stones. Always hold all the alti­ gravy, beans, pickled watermelon reasoned that it would be a minor tude you can until you can inspect rinds, milk, and chocolate cake! Dur­ detriment to the one that I had just the landing site, and then make your ing lunch he told me I was the had, so I continued on. I lost only a decision. If it is good, spiral down mil­ second person to have a forced land­ little leading edge paint and varnish itary fashion and land. If not, you at ing in the same field. I quickly asked, from the propeller. least have a second chance." "Who was it?" All at the fly-in had a good time, Back to the story. I remembered "Eagle Rock Joe," he said. and the trip home, following the that lesson and looked for what "Can't be, " I replied. "I know highway, was uneventful. seemed an impossible situation. I him!" He was a crop duster who The moral to this story is never buy spotted a long, narrow clearing some worked the fields in Mississippi in an airplane with the n number 13-13-9 distance ahead that was surely better winter, and worked in Wisconsin for (two black cats and a craps!) than the trees. I remembered my les­ Cliff DuCharm in the summer. He P.S . Some 30 years later, I am now son and nursed all the altitude I could got the name because he flew a long­ sprucing up N13139 to go in my col­ until I got to the opening. The open­ wing Eagle Rock that carried a large lection at Brodhead, Wisconsin ...... VINTAGE AIRPLANE 1 3 f Richard Porter, of Leeward Air formed aluminum cowl is a Pratt & memorable antique fly-ins, and then Ranch in Ocala, Florida, liked Whitney R-985. The original Jacobs moved to Zephyrhills, Florida, when to mess with people's heads 755-cubic inch oil pumper was Richard was about eight. They about his airplane, it would be heave-ho'd over 40 years ago in fa­ opened another FBO and that's an easy thing to do. What he vor of Pratt & Whitney's littlest where Richard got seriously and Ilaughingly refers to as a 196, and in horsepower factory. deeply into aviation. fact is labeled as such on the tail, is With the tip tanks and monster "A lot of things happen when actually a 1949 Cessna 195. But not motor, the airplane somehow re­ you're growing up and you don't really. In fact, it has been referred to minds us of a chopped '50 Merc know when or how those events as a 196 for so long, it begs the ques­ with a fire-breathing hemi under the will affect you. One of those quirky tion: at what point in history does hood-a refined boulevard cruiser happenings was when my father common usage outweigh technical with a serious attitude toward per­ bought a Cessna 195 that had been correctness? Besides, it's only one formance. This is as it should be converted to a 450 P&W by an aerial digit-195 to 196. That single digit because the airplane not only fits mapping operation. He needed a difference, however, indicates some­ Richard Porter's personality and single engine airplane that would be thing unusual is afoot, and you lifestyle exactly, but it even has a a good climber for hauling skydivers, don't have to look very closely to roundabout connection with his and the converted camera ship was see what it is-the finely tapered rather unusual youth. just the ticket. schnozz of the 195 has been replaced To say Richard Porter was raised "At the same time, we were oper­ by a cowling that's a bit brutish and on an airport is no exaggeration. His ating a fleet of DC-3s and Beech-18s squared off. Lurking (and "lurking" parents ran the FBO at Ottumwa, between Florida and the Turks & is the right word) under that finely Iowa, which was the site of many Caicos Islands. I literally grew up 14 SEPTEMBER 2003 while flying those old birds with the 196 and DC-3. It also was great, 190-195 classifieds in Trade-A-Plane, my dad. It was great while it lasted, but by the mid '80s the parachute an ad popped up that described a but the FAA and Part 135 saw the center was sold to a new owner who 195 equipped with Pratt & Whitney end to that. didn't want to keep the 196, so the R-985 450 hp. I immediately called "I was always working with Dad's 196 was sold. the seller and I kept getting more mechanics and was especially fasci­ "I gave a lot of thought to buying excited with every question I asked nated with engines. So after selling the old 196, but it had over 12,000 him. 'Was this airplane a photo off the airplanes, Dad and I opened hours on it and was not in the kind ship? Did it once belong to Park our own engine overhaul shop. of condition that made it a keeper, Aerial Survey? Did they call it a "My dad and I ran that shop to­ and besides in those days you would 196? Does it have the Hartzell 3­ gether until he retired in 1985, then have been called "nuts" if you re­ bladed, full feathering prop? Does I ran it until I turned thirty-five, stored a 195. it have the Brittain wing tip tanks?' then I sold it. That was over ten "Every time Dad and I talked After confirming the airplane was years ago and a lot of the time since about the airplanes he had owned indeed a sister ship to my dpad's, I has been spent putting the finishing through the years, the one practical told the seller to send me pictures touches on my 196. airplane we most wished we had that confirmed it and I would buy "Dad's 196 stayed at Zephyrhills made a keeper and not worn out was the airplane. for many years, and it accumulated his 196. So I decided I had to have a "By pure coincidence the 196 I many thousands of hours flying 450195 of my own, but where do had just bought sight unseen jumpers. Even though I was very you find such a rare bird as one of over the phone was based at busy in the engine overhaul shop, I the Park Aerial Survey 196s? Oshkosh, and since it was winter still took time out to fly jumpers in "In late 1988, while still reading time, I was delayed bringing it VINTAGE AIRPLANE 15 one airplane a year. In 1959 N4383V became the last of four 195s Park Aerial had con­ verted. It was also the second of the only two airplanes that ever received the wing tip tanks, which was not done until 1966. As coincidence would have it, my dad's old 196 was the first airplane they converted to 196 and the first to get the tip tanks. "Park Aerial flew it for the next 11 years and 2,250 hours after they converted it. Then in 1970, with a total airframe time of 5,650 hours, they sold it and it started changing hands through eight other owners, having only been flown a total of 260 hours dur­ ing those next 19 years before I bought it. "When I finally got it home and looked it over carefully. I think the phrase I used was that it was a "flyable construc­ tive total." It had been a The entire interior is being remade working airplane all its life in sections, with Richard tackling home by two months." and it looked like it. Everywhere on the instrument panel as his first When N4383V S/N7305 came out the airplane there were marks that project. A full IFR panel with King of the factory in February of 1949, it every working airplane seems to ac­ Silver Crown series avionics is the was delivered by the local Cessna cumulate over a long life. The centerpiece of a rebuild that re­ dealer directly to Park Aerial Survey airplane had been handled and man­ placed every electrical component where they cut a good sized camera handled so much that nothing was in the airplane, including all of the hatch in the belly and put it to work straight. The skin on the top of the wi ring and circuit breakers. for 10 years and 3,400 hours with its rear fuselage, for instance, was full of 300 Jacobs. Since they were doing little dents caused by well meaning high altitude mapping, Park Aerial individuals who undoubtedly had had a local shop installing Pratt and said, ' Here, let me help you move Whitney 450 R985s on some of their your airplane.' 195s. They referred to their con­ "When I bought the airplane the verted airplanes as 196s; this made thought of just fixing and flying it sense, if you think about it. never really crossed my mind. I al­ "Cessna took the 195 airframe, ways intended to restore it and make installed a 245-hp Continental en­ it a keeper someday. On its very gine, and renamed it the 190. So next annual inspection the need for why would you increase the horse­ restoration showed itself when we power by 50 percent and still call it a found innergranular corrosion in 195? Their 196 conversion mostly the left front door post. It appar­ consisted of using the nose bowl ently didn't have the right heat cowling and exhaust system from a treatment, and the moisture being Howard DGA, fabricating their own held against the cabin roof skins by side cowl panels, modifying the ac­ the insulation really did a number cessory cowl and fuselage beef up on them as well. So the decision to doublers between the firewall and go for it was made. I was pretty ~ door posts. They converted about much on my own since at the time 16 SEPTEMBER 2003 no one was restoring 195s, so a base cell overhauls, and all new level of restoration experience on fuel lines, control cables the airplane hadn't developed yet. I and bell cranks replaced, had exceptional help from my good the optional right side Cessna didn 't build friend Max Bridges, also of landing light installed, and it this way-the unmistak­ Zephyrhills, who wanted to learn just general clean up. able modifications made to how to do aircraft sheet metal. "The real challenge in the Park Aerial Survey's specifica­ "Fortunately for me, Jeannie Van restoration came with the instru­ tions give the "196" a unique profile, Sant up in Pennsylvania was still in ment panel and my desire to install and spectacular performance. business. Her late father had pretty a full King Silver Crown IFR radio much cornered the market on 195 package and standard gyro "Til lay­ picked out the seat upholstery and and surplus LC-126 parts, which is outs, including dual ILSs and paint colors. The airplane was the military 195. Jeannie had a autopilot in a small instrument painted in pieces, with the final as­ printed catalog of all the parts she panel that you can't reach under to sembly completed and the 196 test had. I went through it line by line service because of the oil tank. My flown the Friday evening before the and ordered every new airframe part solution was to build a new panel 1992 Sun 'n Fun Fly-in. I literally she had that would fit my airplane. and radio center stack that was split broke the engine in while flying be­ Ray's Aircraft Service in California in the middle, with engine instru­ tween Zephyrhills and Lakeland made PMA'd door posts and spar ments on the right side, and flight with the second hour being spent in plates; they also made the Plexiglas instruments on the left, and the ra­ a holding pattern over Lake Parker. cover plates for the stationary in­ dio center stack made fixed in place; "When the airplane was origi­ strument panel marking the you can remove either side of the nally converted to the R985, it was switches and engine controls. panel without disturbing the radios. in restricted category for aerial sur­ "As Max and I looked at the air­ I also built a new stationary lower vey, and I didn't want to live with plane, it became obvious we were panel and glove box and replaced that and the limitations it carried, so going to have to be careful what or­ every switch, circuit breaker, buss I decided to push for standard certi­ der we did things in because so bar, and replaced every inch of wire fication. I know others who have much skin had to be replaced that it in the entire airplane. tried this with 450 P&W 195s and would have been easy to lose too "Ahead of the firewall was not ex­ they've met with stiff resistance. much structural integrity and we'd empt from work either, and since I However, as is always the case, you have to build fuselage jigs. So, we was in the flat engine overhaul busi­ just have to hit the right FAA rep on decided to do it a panel at a time. ness at the time, the engine was not the right day at the right time. Our "By the time we finished the fuse­ a real big deal. I contracted with a man looked at the 12 Form 33 7s lage, we had replaced all of the top friend of mine who is in the round previously done over the years, fuselage skin from the tail cone to engine business to overhaul the ba­ looked at the seven more Form 337s the firewall, the rear spar carry sic engine pineapple and my shop that we had done, looked over the through, three belly skins due to did the final assembly. We installed airplane and said, '[t was done on a holes that had been drilled in them all brand new cylinders and hard­ field approval the first time and over the years, and all four door ware from the crankcase out. On that's good enough for me.' Like I posts. We reskinned the cabin door, went brand new late model Bendix said, the right guy at the right time. reskinned the baggage door, the en­ magnetos and E-80 starter, and I up­ "One of the most common ques­ tire cabin floor, installed new seat graded it to a new Jasco alternator tions people ask is how it compares tracks and all seat roller hardware, and a dry vacuum pump. I also to a stock 195, and [ have to admit replaced the elevators and the verti­ found a complete new exhaust sys­ that [ don't know. I've never flown a cal fin with new old stock, reskinned tem for it hanging up in the rafters 195 that didn't have a 450 on it. I've the rudder. of our shop left over from yester­ only flown this one and the one "About all we didn't have to re­ year. The propeller and governor Dad had years ago. place were the stringers. Even the were also overhauled. Max and 1 "Dad said it had no adverse effects firewall had to be replaced because it also made all new cowl side panels on the handling and increased the was a mess ofJacobs and Pratt & Whit­ and replaced the accessory cowling. performance but I can't comment. ney holes. We also replaced every "What Max and I had started on I've sat in other 195s and [ can say for control cable, bell crank, trim jack New Year's Day of 1990 took over a fact that the C-196 is noticeably screws, pulleys and hinge bearings in two years of almost every evening blinder because the nose doesn't ta­ the entire airplane, and every nut, and weekends to finish the restora­ per. The regular 195 isn't as blind as it bolt and washer that could be re­ tion. My wife, Julie, was very looks because the nose tapers away placed. By comparison, the wings supportive through it all and video from the pilot and he can almost see were no problem at all, except for fuel documented our progress, as well as continued on the page 28 VINTAGE AIRPLANE 1 7 CALIFORNIA KANSAS NEBRASKA Hayward, CA, VAA Ch. 29 Overland Park, KS, VAA Ch. 16 Plattsmouth, NE, VAA Ch. 31 Meeting 2nd Thurs., 7:00 PM Meeting 3rd Fri., 7:00 PM Meeting 1st Sat., 10:30 AM Hayward Airport, Hangar #7 Gardner Municipal Airport-Term Bldg. Plattsmouth Airport Term Bldg. William Field, President Gerald Gippner, President Keith Howard, President Phone: 510-784-1168 Phone: 913-764-8512 Phone: 402-291-2103 Email: [email protected] Email: [email protected] LOUISIANA Riverside, CA, VAA Ch. 33 New Iberia, LA, VAA Ch . 30 NEW HAMPSIRE Meeting 3rd Sat., 1:00 PM Meeting 1st Sun., 9:00 AM North Hampton, NH, VAA Ch. 15 For Place Contact: Clubhouse at West end Meeting 2nd Sat., 11 :00 AM Roland Denison, President of Flabob Airport Chaper Clubhouse Phone: 337-365-3047 Travis Gammill, President N. Hampton Airfield Email: [email protected] Phone: 909-686-6268 Jack Hodgson, President MASSACHusms Phone: 603-895-3939 Sacramento, CA, VAA Ch. 25 East Falmouth, MA, VAA Ch. 34 Email: [email protected] Meeting 2nd Sat., 10:00 AM Meeting 2nd Sat., 10:00 AM www.vaa15.org For Place Contact: For Place Contact: Red Hamilton, President Roger McDowell, President NEW JERSEY Phone: 707-964-7733 Phone: 508-457-0506 Andover, NJ, VAA Ch. 7 Email: [email protected] Email: [email protected] Meeting 1st Sun., 10:00 AM Andover Aeroflex Airport FLORIDA MICHIGAN William Moore, President Lakeland, FL, VAA Ch. 1 Niles, MI, VAA Ch . 35 Phone: 908-236-6619 For Time & Place Contact: Meeting 2nd Sat., 10:00 AM Email: [email protected] James Conyers, President Niles, MI (3TR) Term. Bldg. Phone: 407-339-9061 Kenneth Kasner, President OHIO Email: [email protected] Phone: 616-699-7064 Delaware, OH, VAA Ch. 27 Email: [email protected] Meeting 1st Sat., 8:00 AM ILLINOIS Delaware Municipal Airport Lansing, IL, VAA Ch. 26 MINNESOTA (DLZ) Term. Bldg For Time & Place Contact: Albert Lea, MN, VAA Ch. 13 Russell Sheets, President Peter Bayer, President Meeting 4th Thurs., 7:00 PM Phone: 740-524-1930 Albert Lea MN Municipal Airport Phone: 708/534-6240 Email: [email protected] William Koza, President Email: [email protected] Phone: 507-373-9062 Troy, OH, VAA Ch. 36 Email: [email protected] INDIANA Meeting 2nd Sun., Noon Auburn, IN, VAA Ch. 37 Anoko, MN, VAA Ch. 4 For Meeting Place Contact: Meetings 4th Wed., 7:00 PM Meeting 2nd Tues., 7:00 PM Marla Simon-Boone, President Dekalb Co. Airport Term. Bldg. For Place Contact: Phone: 937-473-2919 Lester Matheson, President Roger Gomoll, President Email: [email protected] Phone: 260-693-3642 Phone: 763-786-3342 E-mail: [email protected] Email: [email protected] continued on the page 24

18 SEPTEMBER 2003 PASS IT TO UCK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION, IL 60180 Safetying fasteners

One of the biggest bugaboos you are interested in accom­ of pilot/owner maintenance can plishing by safetying the switch be getting to understand the ins or handle is to secure the guard, and outs of safetying fasteners. handle, or switch against inad­

What size and what kind of wire (lt4MP\.(1 E)(AMPlEl lKAWlll £)(.t.MPlE 4 vertent actuation. ~sl . 2 3.~"appIy!Oaltypesalbolts. 1'IIIII$1"-n-lscrl!JWS . ~v.ar~pt.,gs . ar.d~ do you use? And where do you VI1II3I" peru~ wtIIdIere WIred>< $0 th;iIlhe Iooseor.g tendency of8llherpart" counterac1ed i 07' lighten­ The different types of wires all O'lgollNOUlerpaftThediredlonoltwistlt'omlhesecondlothelhirdun!tOSOO\ln1~oin(tx· ~s 1, 3, atId 41OkOllllP the bop., potb)n ~105I1he headoflhe baR. The cllrection oflWisl get information on the proper kom the secotld to !he third urn" example 2 is cIockwtM 10 keep the WJr'EI" poaitIorI around the have different uses. The stainless MCOf)(l ul1ll The WIfe eoteN'og tile hole in the ttWd un/! 'Nil be me lowe\' wv.. excepl example 2. 8tld bymaklngaeounleftloctwl5etwl5lafterLlleavesNIIoIe, !nek:>opW>llbe,.,;;.uredonplac:eafound way to do it? \tie hellO ot tl\at Ix*. steel wire we commonly see is The old FAR Part 43 rule was used everywhere-on the oil fil­ quite explicit, but it has been su­ ter, the oil screen, the carburetor perseded by Advisory Circular drains, the gascolator bale, turn­ (AC) 43-13-1B and 2A. This AC is ~s 5. 5 7 & S show meth0d5lor,.,;nog v~ staMara rtems, NOTE w.re may be wrapped 0\1&1 tile Ur'l~ tatl!ef ttl&n around ~ W'hen wiring Cfiteiated I'M' Of on othef llema when there os 8 buckles, prop bolts, etc. You name available from aviation book sup­ de;;lIfar.c:ePfobiem it, and it's there. The rule here is pliers, and if you happen to have "tighty-tighty." Apply that a government printing office store twisted or single wire in a manner in your local city, it often has the that assures tightening. You want manual there. Chapter 7 in this £ XAMPLE10 assurance that the bolt, nut, or E~ 9 .hows the HoIow·1\ead p/I>g. ~ COflect ~tIon of lingle mattoocI for woMg bob in be wnd 81 ,hown """ wife 10 doIeI)o speced 1't\IJIft­ new manual (read "maintenance l1ifferent planK Nole thetabbenlonalde the plegroup screw is going stay tight, and the 1I\a,,,,," should always be hoIelOeYOIdSNlgSand IIJIPIied IKI tNI le

a few of the vintage airplanes used by Chapter ....-'-';O;~30 members during their Young Eagles rally. The Clipped Wing Cub is owned by John Edley. The Champ Is owned by Richard and Roland Denison, and the Tay­ lorcraft Is owned by Roland Denison.

Helicopter pilot Eddie Bienvenu adjusts the seat Skyler Bouillon, age 10, is entranced as VAA Chapter 30 presi­ belt for 8-year-old Luke Villermin before Luke and a dent Roland Denison explains the instrument panel of his couple of his friends take a ride in a Bell helicopter. Aeronca Champ.

n New Iberia, Louisiana, VAA them asked to fly in both the fixed­ is an Army helicopter pilot serving Chapter 30 spent Saturday, wing aircraft and the helicopter. in Iraq, and those two couldn't June 29, making dreams come Thanks to the generosity of the pi­ wait to get home and write their true for more than 150 lots, and of helicopter owner father to tell him all about their youngsters.I The rally was based at Reuben Bienvenu of Rotorcraft flights and send him copies of Pelican Aviation at the Acadiana Leasing Inc. of Broussard, Louisana, their certificates. Regional Airport, with a Taylorcraft every kid who was registered flew For those of you interested in L-2, an Aeronca Champ, a Piper Su- with one of the local pilots. joining Chapter 30, you can contact per Cub, and a Bell helicopter Four of the Young Eagles were Chapter 30 President Roland Deni­ (a mong others) all used to explore driven from more than 100 miles son, in New Iberia, Louisana, at the world from up above. The kids away for their plane ride and cer­ eaaac30@cox-intern et.com or 337­ had such a great time that many of tificates. The father of two of them 365-3047. 20 SEPTEMBER 2003 A Leap of Faith

By ROB MIXON

n December 17, 2003, data that allowed them to build an wings. As a matter of fact, this is a there will be a celebra­ airfoil and wing that could lift a man very small part of its mental labor. If tion of the Wright into the air by powered flight. They I take this piece of paper, and after O brothers and the first produced the first reliable table of air placing it parallel with the ground, powered , controlled flight of an air­ pressures on curved surfaces. They quickly let it fall , it will not settle plane from level ground. also designed and bu ilt their own steadily down as a staid, sensible December 17, 1903, near Kitty lightweight engine-not bad for two piece of paper ought to do , but it in­ Hawk, North Carolina, two brothers brothers who never completed high sists on contravening eve r y walked the sands pulling a strange recognized rule of decorum, turning contraption. Like Thomas Edison and --l-~-~ L / over and darting hither and thither inventors before, some thought them __ in the most erratic manner, much af­ to be insane. In fact, only four spec­ '~ ;7l'~ ter the style of an untrained horse. tators lined the route of the first ~-..o" '~ Yet this is the style of a steed that flight of a power-driven, heavier-than­ man must learn to manage before air flying machine. That flight was to flying can become an everyday be a total of 120 feet and lasted for sport. Now, there are two ways of a total time of 12 seconds. Of the learning to ride a fractious horse: three other flights accomplished that Rob Mixon's Chanute-style hang one is to get on him and learn by ac­ day, the longest was 852 feet and glider, which he flew in the 1970s. tual practice how each motion and lasted 59 seconds. The glider had an N number, and trick may be best met; the other is The Wrights had studied glider when asked by the FAA for its to sit on a fence and watch the flights done by others. These flights method of launch, the FAA got beast a while , and then retire to the flew down the sides of hills using up­ quite a kick out of Rob's reply: house and at leisure figure out the slope air currents to keep them aloft. "Leap off a cliff. " Three flights were best way of overcoming his jumps Another earlier glider designer, Otto made, until damage to the landing and kicks. The latter system is the Lilienthal, was killed during a glider gear (a sprained ankle) prevented safest, but the former, on the whole, crash in 1896. further fl ights. turns out the larger proportion of Wilber presented a paper to the good riders. It is very much the Western Society of Engineers on Sep­ school. In all fairness, the higher same in learning to ride a flying ma­ tember 18, 1901. He made reference mathematics and education were ob­ chine. If you are looking for perfect to Lilienthal: tained through home study. safety, you will do well to sit on a "Otto Lilienthal seems to be the It is said that anyone can count fence and watch the birds; but if you first man who really comprehended the seeds of an apple, but to count really wish to learn, you must mount that balancing was the first instead the fruit of the seed is pure faith. a machine and become acquainted of the last of the great problems con­ Perhaps it is the early demonstra­ with its tricks by actual trial. " nected with human flight. He built a tion of the Wright brothers ' faith The Wright brothers first recog­ pair of wings of a size suitable to that enabled us and paved the way nized that balance is important, sustain his own weight, and made . for a man to walk on the moon, and then they pulled their machine into use of gravity as his motor. This mo­ before that to fly faster than the the air as a kite , then they accom­ tor not only cost him nothing to begin speed of sound! plished gliding experiments, and with , but it required no expensive Their faith was reinforced by ob­ then powered flight. It is said that fuel while in operation , and never servation and evidence, as Wilbur's anyone can count the seeds of an had to be sent to the shop for re­ presentation to the Western Society apple; but to count the fruit of the pairs. It had one serious drawback ... of Engineers illustrates. He speaks seed is pure faith! that the man should first betake him­ of dropping a piece of paper held par­ self and machine to the top of a hill allel to the ground. Ref: Roger E. Bilstein , "Wright and fly with downward as well as for­ "The person who merely watches Brothers, " World Book Online Ameri­ ward motions." the flight of a bird gathers the im­ cas Edition (a paid subscription The Wrights made a wind tunnel in pression that the bird has nothing service), www.worldbookonline.com. their shop that gave them access to to think of but the flapping of its November 18, 2002. VINTAGE AIRPLANE 21 THE VINTAGE INSTRUCTOR I":~o." ------. What's going on?

DOUG STEWART

he rumble was unmistakable. Since I no that make the strongest of us wince. And the pilot of longer was living in the Bay Area of San Fran­ the Stearman was about to experience the verbal cisco, and the floor was not bouncing enough wrath of our chief mechanic. Tfor me to call Flight Service with a PIREP (pi­ Taxiing in to the ramp on this warm summer day, lot report) of constant light chop with occasional the pristine Stearman tailed to the open hangar doors moderate turbulence as reported by a man in his liv­ of the repair shop. The pristine repair shop. Most of us ing room, it could only be one thing. A round engine. admiring the scene were in aural ecstasy as the round A Continental 220. engine revved up just prior to the pilot pulling the Sure enough, looking over to the downwind to mixture and shutting down the engine. There was Runway 29, there was a yellow and blue Stearman. All about one nanosecond of silence between the stop­ eyes and ears were on the pristine biplane as it flew ping of the engine and the full fury of the chief the pattern. Lining up on the centerline, its descent mechanic's verbal onslaught. And although that un­ was perfect. On target, on speed. No need for a for­ fortunate pilot of the Stearman might never return to ward slip. No need for a blast of power. Rounding out Great Barrington, I do hope he learned an important into the flare, it touched down perfectly in a three­ lesson that many pilots are in need of learning, and point landing. No bounce, no wobble. This pilot that is don't ever tail an airplane with a running en­ appeared to be a master of his craft. gine to the open doors of a hangar. Who amongst all of us watching and listening We all, as pilots, are aware of how crucial situa­ would not agree as to this pilot's skill? Who would tional awareness is to our safety when in the air. We not harbor envy as this pristine beauty taxied in? always have to be able to answer two questions­ There was definitely one who would not. Our chief "Where am I?/I and "What's next?"-if we are to stay mechanic. He too is a master of his craft, but he is ahead of the aircraft. But unfortunately I witness so also known to be one who does not mince his words, many pilots who seem to be unaware of the need for one who does not believe in tact. He is quick to tell situational awareness when on the ground. I am not you what he thinks and feels in words and actions referring to awareness of runways and taxiways and 22 SEPTEMBER 2003 the need to be ever vigilant of runway incursions. tioned correctly for the quartering tailwind, showing Most pilots have that awareness, especially after the what I assume to be the pilot's awareness of where the FAA, EAA, and other organizations have done such a wind is, and then only to stop the aircraft in the run­ good job of educating us about that need. up area with the tail pointing into the wind. As the I am talking about an awareness of things like who, throttle is advanced for the mag check, the airplane or what, is behind us as well as in front of us as we fire starts to jump around like an agitated kangaroo, while up our engines, about whether or not we are blocking the yoke or stick jabs and stabs at the pilot as only the only egress to a runway, and about where the Muhammad Ali could do. The pilot probably wonders wind is in relationship to us as we taxi and run up. (then again, maybe not) why the tachometer seems a And sad to say, from my observations there are many bit less stable during the run-up. I guess I am wrong pilots who do not have this awareness, as the pilot of when I ass-u-me that the pilot is aware of the wind. the Stearman found out. Had the airplane been faced into the wind prior to the For example, do you pull your airplane out from its run-up, it would have been more stable on the tiedown spot and line it up in the taxiway prior to ground, have more accurate instrument indications, starting? I'm sure the owner of the aircraft parked be­ and have been less prone to overheating. hind you will be appreciative, especially if it is an So as we see, situational awareness is important in award-winning beauty at a major fly-in. But it wouldn't our ground operations. Be aware of where you are matter if it were an old veteran of a rag-tag flight and what's next. It is important not only from a school; the need for courtesy remains. And if there are safety standpoint, but from a courtesy standpoint as folks sitting in that row of lawn chairs by the FBO of­ well. The lack of awareness might not necessarily fice, holding up their score cards after each landing, on lead to an accident or incident, although there are a sunny summer afternoon, I'm sure they don't want certainly situations where it might, but it will defi­ their bodies blasted with dirt, grass, and exhaust, even nitely lead to ill will from one's fellow pilots and if they do get off on the smell of combusted 80 octane. mechanics. Practice situational awareness on the I'm sure the combined scores they give a pilot for ground, as well as in the air. It's one of those steps we startup will be on the negative side if that pilot is not take as we transition from being a good pilot ... to aware that his judging panel sits directly behind him as being a great pilot! ...... he starts up. And that hangar with the open doors? Would you believe that I once witnessed a pilot blast a set of struts sitting just inside an open hangar, that were still wet with paint, not once, but three times, as he taxied in circles trying to decide where to park. I know that you will be more thoughtful. If you are at an airport where there is only one taxi­ way on and off the runway, do you taxi up to the hold short line before checking if there are aircraft Fly high with a landing, or in the pattern for landing? More than quality Classic interior once I have observed an airplane have to go around, because there was another plane still on the runway, Complete interior assemblies ready for installation unable to clear the runway because the taxiway was Custom quality at economical prices. blocked by yet anoth er plane that appeared to be • Cushion upholstery sets oblivious to everything but its own needs. I hope that • Wall panel sets you will not be one of those pilots. • Headliners • Carpet sets To the pilot of a high-wing taildragger the position • Baggage compartment sets of the controls when taxiing with a quartering tail­ • Firewall covers wind is critical, lest he or she end up having the prop • Seat slings dig divots in the grass beside the runway as the wingtip holds the point like a toe dancer doing a Free catalog of complete product line. pirouette. But it is just as important for every airplane, Fabric Selection Guide showing actual sample colors and be it high wing or low wing, taildragger or not, to styles of materials: $3.00. have the controls positioned properly. If there is a quartering tailwind as you taxi, then you should "dive away" from the wind to minimize the chance of an Qirt~RODUCTS, INC. "incident." To do otherwise courts disaster worse than 259 Lower Morrisville Rd .• Dept. VA the fury of self-righteous mechanic. Fallsington. PA 19054 (215) 295-4115 What never ceases to befuddle me is to watch an website: www.airtexinteriors.com Fax: 800/394-1247 airplane taxi to the run-up area with its controls posi­ VINTAGE AIRPLANE 23 Flight Control Cables Custom Manufactured! Chapter Locator Tailwheel continued from page 18 Transition Zanesville, OH, VAA Ch. 22 Training John's Landing, 5800 Wortman Rd. For Meeting Time Contact: continued from page 9 John Morozowsky, President Phone: 740-453-6889 runway in crosswind conditions, it Each Cable is Proof Load Tested is highly probable that side drift or a and Prestretched for Stability OKLAHOMA crab will occur if cross-controls are *Quick Delivery Tulsa, OK, VAA Ch. 10 not used. I have had a pilot relate to *Reasonable Prices Meeting 4th Thurs., 7:30 PM me that he had ground looped on *Certification to MIL-T-6117 Hardesty Library takeoff in such a situation. It is fairly rare but certainly not unheard of, al­ & MIL-C-5688A Christopher McGuire, President Phone: 918-341-6798 though most ground loops do occur * 1/16" to 1 / 4" E-mail: [email protected] upon landing. *Certified Bulk Cable and In closing let me reiterate that, Fittings are Available SOUTH CAROLINA for the most part, taildragger tech­ Cross, SC, VAA Ch. 3 niques are really the same as those ""'-McFa,lane For Time & Place Contact: that should be used for tricycle air­ Aviation Products planes. It is just that taildraggers McFarlane Aviation, Inc. John Betts, President 696 E. 1700 Road Phone: 252-225-0713 require a strict adherence and a Baldwin City, KS 66006 Email: [email protected] mastery of those standard tech­ 800-54'4-8 594 niques . Also, it is easy to find a Fax 785-594 -3922 www.mcfarlane-aviation.com TEXAS certificated flight instructor who'll [email protected] Houston, TX, VAA Ch. 2 sign you off with only a cursory .. !j y/S4 : Meeting 4th Sun., 2:00 PM treatment of ground handling, "'-' I Dry Creek Airport Cypress, TX wheel landings, slips, and cross­ Merrill Morong, President winds. I hope I have convinced any EAA Flight Planner™ Phone: 281-353-7004 potential transition student that it E-mail: [email protected] is in his/her best interest to insist on EM, in an agreement with a comprehensive training program. AeroPlanner.com, is pleased to announce an WISCONSIN If you are not comfortable with do­ exciting new Membersh ~ benefit for EM ing wheel landings or crosswind Members ... EAA Flight Planner. Take Brookfield, WI, VAA Ch. 11 advantage of the newest Member beneRt by Meeting 1st Mon., 7:30 PM operations, it is unlikely that you heading over to www.eaa.org. Click on the Capitol Airport will practice and learn them on "Register Now" link, get registered, and log George Meade, President your own. Having a complete skill onto Flight Planner to plan your next Right. Phone: 414-962-2428 set gives you the confidence in your FREE FOR EM MEMBERS Email: [email protected] abilities to handle those less than ideal conditions that have a nasty • Files, stores and • "Auto-route" habit of turning up. This will help retrieves your based on your fligh~ plans with preferences you better enjoy that lovely tail­ or without dragger of yours by minimizing DUATS • Checks those white-knuckle experiences. NOTAMs, TFRs • View and print and MOAs along IFR approach your route Don Hammer plates • Checks weather CFl-ASE, CFI-I, CFI-G along your route • Displays your 503-627 -4666 (day) flight plan on an interactive sec­ • Calculates weight 503-692-3471 (night) tional map and balance [email protected] • Provides a flight • Stores multiple planning aircraft profiles Don Hammer provides tail wheel "Wizard" for training through the McMinnville more flexibility FBO. If you're interested in tail­ +_.lZ;)_ FLIGHT wheel training and this syllabus, he PLANNER invites you to contact him by phone or e-mail. 24 SEPTEMBER 2003 FLY-IN CALENDAR EAA FLY-IN SCHEDULE 2003 • Virginia State EAA Fly-In September 20-21, Petersburg, VA (PTB) www. vaeaa.org • EAA Southeast Regional Fly-In October 3-5, Evergreen, AL (GZH) www_serfi·org

Sept 12-14.2003 Corona.CA Guide to Maintaining Aging ::: .. . RVASSEMBLY Aircraft to be Published by FAA • • • Sept 20. 2003 Denver. CO Airc r a ft Coating. In cooperation with an ad hoc com­ •www.polyfiber.com www.aircraftspruce.com TEST FLYING YOUR PROJECT mittee of aircraft manufacturers, type Sept 20-21.2003 Denver. CO clubs, and aviation organizations in­ SHEET METAL BASICS cluding EAA, VAA, and the Antique COMPOSITE CONSTRUCTION Airplane Association, the FAA has cre­ FABRIC COVERING ELECTRICAL SYSTEMS ated the Best Practices Guide for & AVIONICS Maintaining Aging General Aviation Air­ INTRO TO AIRCRAFT BUILDING planes booklet. Included in the guide Sept 26-28. 2003 Griffin (Atlanta). GA are examples of aircraft maintenance RVASSEMBLY checklists, and a review of some of the information that should be gathered Oct 4-5. 2003 Columbus. OH SHEET METAL BASICS to maintain our aging aircraft fleet. COMPOSITE CONSTRUCTION The guide is scheduled to be pub­ FABRIC COVERING lished following the Labor Day ELECTRICAL SYSTEMS holiday, and owners of older aircraft & AVIONICS GAS WELDING can expect the FAA to mail them a copy sometime in the fall. It will Oct 10-12. 2003 Oshkosh. WI also be published on the FAA's web­ RVASSEMBLY site. Once downloaded from the Oct 18-19. 2003 Boston. MA FAA's site, the inspection checklists SHEET METAL BASICS COMPOSITE CONSTRUCTION can be modified to suit a particular 1-800-WORKSHOP FABRIC COVERING aircraft model. We'll also have links ELECTRICAL SYSTEMS to the appropriate FAA web page at 1-800-967-5746 & AVIONICS www.vintageaircra{t.org. [email protected] Oct 24-26. 2003 Corona. CA Our thanks to all who participated RVASSEMBLY in the process, and to EAA's Earl Visit www.sportair.comNov7-9.2003Griffin(Atlanta). GA Lawrence and Daryl Lenz, who both for a complete listing of workshops. TIG WELIDING served as EAA's representatives on the ad hoc committee...... 26 SEPTEMBER 2003 JOHN MILLER RECALLS continued from page 7 My four passengers, however, were all very enthusiastic. They had thoroughly enjoyed their close view of the city from their first airplane flight and seemed to be oblivious of my problem or anything unusual. All four were important men in the community and obviously had no idea that a disaster had been narrowly NEW MEMBERS averted. [ accepted their compliments David Marshall ...... Victoria, Australia Dan A. Schurr ...... Wyoming, MI and talked to them for a few minutes, try­ Bruce Friend ...... Airdrie, AB, Canada Roy Westendorff ...... Pewamo, MI ing to conceal my perturbation and James Sorensen...... Calgary, AB, Canada Peter Gavin ...... Richfield, MN swallow my heart, while four new paying Rohan Soulsby . North Vancouver, BC, Canada Kenneth G. Kneer ...... Eagan, MN passengers were loaded by the ticket sell­ Walter J. Muzyczka .... Winnipeg, MB, Canada Brenna Matthies ...... East Bethal, MN ers. When the four men had gone, [ made James B. Farmer ..... Owen Sound, ON, Canada john Schouweiler ...... Minneapolis, MN an excuse to go to the hangar where I Kevin Uhrich ...... Chamberlain, SK, Canada Zachary Baughman ...... Manchester, MO told the owners that fl yi ng was defi nitely H. Welbourn ..... East All ington, Great Britain Robert Craig Chipley ...... Wentzville, MO over for the day. Of course, [ wanted to know what had Anton Van Rysbergen Noord-Brabant, Netherlands Michael Q. Edens ...... Bozeman, MT caused the trouble with the engine. After Miguel Bonini...... San Juan, Puerto Rico Andy Erickson ...... West GlaCier, MT scratching my head a little for ideas, [ felt Dale Isakson ...... Wasilla, AK Ed Horstman ...... Big Fork, MT the cylinders to see which one was misfir­ James L. McCarthy ...... Anchorage, AK Roger MacKie ...... Winston-Salem, NC ing. [ was not surprised to discover that Mike Galster ...... Pine Bluff, AR Griff Malleck...... McCook, NC three cylinders were cold as clams, evenly Marty V. Bridges...... Carmichael, CA Louis B. Palmer ...... Ki nston, NC spaced around the nine. Being an air­ Tom Buffaloe ...... Escondido, CA john A. Shearer ...... Chapel Hill, NC frame and engine (A&E) mechanic Kenneth Krohncke ...... Rio Vista, CA jack Shelburne, Jr...... Greensboro, NC myself, I then had a hint of the ca use. Bret Lynes ...... Los Alamitos, CA john A. Tumblin ...... Burlington, NC The Wright ]-5 engine had a three-barrel Steve Maiman ...... Los Angeles, CA David Cap...... Lincoln, NE carburetor, each barrel feeding three Dan Older ...... Carlsbad, CA Ryan Keough ...... Nashua, NH cylinders through independent manifold Ross L. Orbach ...... Yucca Valley, CA Nick Andriulli ...... Elmwood Park, Nj passageways cast into the rear section of Donald Rule ...... San Marcos, CA Rick Richter ...... Albuquerque, NM the crankcase. There were two things that Kalman Saufnauer ...... Oakland, CA Martin O. Dardani...... Hudson, NY could cause such a cessation of the three Jim Boberg ...... Littleton, CO james Edwardson ...... Yaphank, NY cylinders fed by one barrel of the carbure­ David Lee Glasscock ...... Lakewood, CO Clyde Gillard ...... Churchville, NY tor. The most probable cause would be a Stephen Halasz ...... Parker, CO Andrew Seligson ...... Tuckahoe, NY particle of dirt in the jet, or some other Ian Cummings ...... Woodstock, CT Steve Betts ...... Niles, OH failure in that section of the carburetor. William DeVries ...... Taconic, CT jeff Scott Carter ...... Farmersville, OH That was hard for me to determine with­ Michael Guile ...... Thompson, CT Mark Fullen ...... Grove City, OH out taking the carburetor off and would Robert McCorkle ...... Ridgefield, CT Peter Kiko ...... Dalton, OH take time in the fi eld. The other possibil­ Don W. Abbott...... Sanibel, FL Gary j. Slutz ...... Beach City, OH ity would be a sticking intake valve. So [ Ed Cook ...... Davie, FL William E. Bensley ...... Cushing, OK started taking the valve rocker covers off, Gary A. Davidson ...... Bunnell, FL Gregory P. Camp ...... Altus, OK and in the very first one I found the cause Richard Denning ...... Arcadia, FL Adrian A. Hale ...... Tulsa, OK of the severe loss of power and vibration. Dennis R. Garrett ...... Hudson, FL Irvin W. Heckes ...... Yukon, OK There are two concentric valve springs Walter A. Lane ...... Hobe Sound, FL john C. Tait ...... Portland, OR closing ]-5 valves. [ was surprised to find Andre Moffitt MD ...... North Palm Beach, FL Randal D. Wilkerson ...... Tigard, OR both springs broken and screwed into Karl Stark ...... Gulfbreeze, FL Richard Hess ...... Lancaster, PA themselves, a billion-to-one chance oc­ Thurman Duvall ...... Hogansville, GA Fred W. Wise ...... Windsor, PA currence. So the valve was not closing Max Gwaltney ...... FayetteVille, GA Richard R. Shell ...... Riverside, RI and was allowing that cylinder to back­ J. Mark Holmquist ...... Suwanee, GA Mark Poulin ...... Murrells Inlet, SC fire into the manifold, cutting out the John T. Monroe...... COVington, GA Roger D. Craddock ...... Memphis, TN other two cylinders. That accounted for G. Thomas Peterson ...... Plains, GA Fletcher Smith ...... Chattanooga, TN the severe vibration and extreme loss of VanJ. Winegarden ...... Cedar Rapids, IA Aaron D. Tippin ...... Nashville, TN power and the extraneous popping and Kenneth L. Wormley...... Ft Dodge, IA Patrick Greene...... Dallas, TX snorting by the engine, which m y pas­ Paul E. Smith ...... Orofino, lD W. sengers evidently thought was normal. At Thomas Huston ...... Sanger, TX that time there were no controllable pro­ Gary Eckebrecht ...... Aurora, IL Al ton Kenne ...... Freer, TX pellers or governors, so the fixed propeller Del Ogren ...... Deerfield, IL Timothy j. O'Brien ...... San Leon, TX reduced the rpm and caused still further james R. Rettick ...... Bloomington, IL Richard Robbins...... Bedford, TX loss of power, a full 60 percent I think. Russell Shavitz ...... Arlington Height, IL West Sanders ...... Ft Worth, TX Every time [ even think of that experi­ B.joseph Zumwalt ...... Sheldon, IL Donald Mack ...... Odgen, UT ence, [ can feel again the adrenaline flow Tim Blossom ...... Marion, IN john Latta ...... Alexandri a, VA and my heart take extra beats. The late Mr. Robert Kirkpatrick ...... Carmel, IN Hampton K. Miller ...... Fredericksburg, VA P. never did find out about it. That air­ j. K. Vilander ...... Wamego, KS R. Scott C. Pearce ...... Afton, VA speed indicator certainly paid for itse lf Terry S. Mann ...... Farmerville, LA Michael Burnham ...... Dorrington, WA and made me a devout believer in its value Gregory Rodriquez ...... New Iberia, LA Herbert L. Huestis ...... Point Roberts, WA in those days of seat-of-the-pants flying. Peter Rouse ...... New Orleans, LA John B. McCrorie...... Port Angeles, WA Today [ have an angle of attack indicator Robert P. Straub ...... Baltimore, MD David T. Raymond ...... Spokane, WA in my plane also, and [ truly believe that if Perry Virgin ...... Peru, ME David Egnoski ...... Delavan, WI they were required equipment, many take­ Robert Fuller...... Troy, MI james D. Tuchscherer...... Oshkosh, WI off, climb-out, and landing approach Gerald jakuszeski ...... Oxford, MI Vincent Loprinzi ...... Fort Ashby, WV accidents would be prevented...... Suzy Kryzanowicz ...... Bay City, MI

VINTAGE AIRPLANE 27 VINTAGE Richard Porter 1S TRADER C-196 continued Something to buy, sell or trade? Classified Word Ads: $5.50 per 10 words, straight ahead. The C-l96 is as blind 180 words maximum, with boldface lead-in on first line. as it looks. Blinder, actually. Classified Display Ads: One column wide "The airplane is really a thrill to (2 .167 inches) by 1, 2, or 3 inches high at $20 "Regardless of the size per inch. Black and white only, and no fre­ fly. On takeoff, it gives 36 inches of of the project, my goal quency discounts. manifold pressure and the accelera­ Advertising Closing Dates: 10th of second It has always been to month prior to desired issue date (i.e., January tion never lets up. keeps pushing exceed my customer's 10 is the closing date for the March issue). VAA you back in the seat even after you're expectations. " reserves the right to reject any advertising in off the ground. It normally climbs in conflict with its policies. Rates cover one inser­ the 1,500-1,800 feet per minute Award Winning Vintage Interiors by: tion per issue. Classified ads are not accepted via phone. Payment must accompany order. range at 105 mph and that too Word ads may be sent via fax (920-426-4828) or Paul Workman hardly falls off with altitude. That's OHIO AIRCRAFT INTERIORS e-mail ([email protected]) using credit card pay­ Parr Airport (421) ment (all cards accepted). Include name on card, the beauty of a super-charged en­ complete address, type of card, card number, Zanesville, Ohio 43701 and expiration date. Make checks payable to gine. You don't lose power until 800.794.6560 EAA. Address advertising correspondence to you're really high. If you want to re­ EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 ally go up, you can pull the nose up and it'll give 3,000 feet per minute, Radial Exhaust Systems Inc. BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, piston but it's at such a crazy angle, you Jumping Branch, WV 25969 rings Call us Toll Free 1/800/233-6934 , e-mail can't see anything at all. 27 Years Experience [email protected] Web site www.ramengine.com "I normally flight plan cross VINTAGE ENGINE MACHINE WORKS , N. 604 15 different engines for fitting FREYA ST., SPOKANE, WA 99202. countries at 160 knots (about 202 mph), which is 26 inches of mani­ FAA Certified Repair Station XHYR068L Airplane T-Shirts 150 Different Airplanes Available fold pressure and 1,850 rpm, which WE PROBABLY HAVE YOUR AIRPLANE! gives me about 20.5 gallons per hour www.airplanetshirts.com 1-800-645-7739 fuel burn. It'll give this speed at just about any altitude above 7,500 feet. THERE'S JUST NOTHING LIKE IT ON THE WEB!! It'll also cruise faster than this, but www.aviation-giftshop.com you're burning a lot of gas for an­ A Web Site With The Pilot In Mind (and those who love airplanes) other 10 knots. "The empty weight went up about For sale, reluctantly: Warner 145 & 165 en­ 260 pounds with the engine, but the Antiques, Warbirds, Cropdusters gines. 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go airplane is also full IFR, so it picked 304-466-1752 Fax 304-466-0802 with above engines. 1966 Helton Lark 95, Ser­ up a little weight there too. Even so www.radialexhaustsystems.com ial #8. Very rare, PQ-8 certified Target Drone derivative. Tri-gear Culver Cadet. See Jupt­ the useful load is 1,169 pounds. ner's Vol. 8-170. Total time A&E 845 hrs. I just "The tip tanks hold 20 gallons have too many toys and I'm not getting any younger. Find my name in the Officers & Di­ which brings the total up to 116 rectors listing of Vintage and e-mail or call useable gallons. The original 195's evenings. E. E. "Buck" Hilbert oil tank, which is below the instru­ Flying wires available. 1994 pricing. Visit ment panel, held only five gallons, www.f1yingwires.com or call 800-517-9278. so with that much fuel and the "The use of Dauon or similar modern materialsas Q substitute for colton is a dead gi yeaway to Ihe knowing eye.They simply do nOllook righl an yinlage For Sale - 1939 Spartan Executive, 3500TT, R985 engine you could run out of aireroN: from Robert Mikesh, former curalor of Ihe Nolional Air and Space 10 SMOH. 214-354-641S. Museum, in his book Restoring Museum Aircraft. oil. So at the time of the conver­ VltiTAGe AeRO FAP.>RICJ, LTD THREE UNIQUE AIRCRAFT. 1. Only existing sion an extension to the back of Tom Cassutt-built Formula One, raced 1959 the tank brought it up to eight gal­ "" PURVEYORS "" by Tom, 1960 by undersigned. Modified Don't compromise your restoration with modern coverings 1964. Dismantled, complete, has C-85. Of­ lons max. . . . finish the job correctly with authentic fabrics. fers? 2. Percival EP.9, 1958, one of two "It's a really wonderful piece of Certifilated Grade Alollon remaining, was British warbird 1958-61 . Early aircraft IOIIon High-wing STOL, 6 seats, Lycoming GO­ transportation and it's unique Imported aircraft Linen (beige and tan) 480, 270 hp, Hartzell CS. Experimental! enough that I can have fun with German WWI lOlenge print fabril Exhibition. Sport Aviation article December Fabric tapes: frayed, straight, pinked and early Amerilan pinked 2002. Awarded "Most Unique" Contempo­ the folks who know it's a 195, but Waxed linen lacing lOrd rary 2002 Oshkosh. $82,000. 3. Wittman something's somehow different. Pure cotton machine and hand sewing thread Tailwind W-S project, two-thirds complete, Vinlage Aero Fabrics, lid. 316 Creekwood Dr., Bardslown, KY 40004 many components welded by Steve, has C­ That's where the Cessna 196 thing lei: 502·349·1429 fox: 502·349·1428 websile: www.avciolh.(om 190. Offers? In WI. Jan Christie, comes in. That just makes a good ·Original Nieuport 28 reslored by Vinlage Avia lion Services" 608-526-6171 or 920-563-4689. thing better./1 ...... 28 SEPTEMBER 2003 VINTAGE Membership Services Directo!y- AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage @ eaa.org President Vice-President Espie "Butch" joyce George Daubner 704 N. Regional Rd. 2448 Lough Lane EAA and Division Membership Services Flight Advisors information . . .. 920-426-6522 Greensboro, NC 27425 Hartford, WI 53027 336-668-3650 262-673-5885 800-843-3612 ______... FAX 920-426-6761 Flight Instmctor infonnation ... 920-426-6801 [email protected] [email protected] (8:00 AM-7:00 PM Monday-Friday CSn Flying Start Program. _...... 920-426-6847 • New/renew memberships: EM, Divisions Library Services/Research ...... 920-426-4848 secretary Treasurer Steve Nesse Charles W. Harns (Vintage Aircraft Association, lAC, Warbirds), Medical Questions .... _...... 920-426-4821 2009 Highland Ave. 7215 East 46th St. Technical Counselors ...... 920-426-4821 Albert u,a, MN 56007 Tulsa, OK 74147 National Association of Flight Instmctors 507-373-1674 918-622-8400 (NAFI) Young Eagles ...... 920-426-4831 [email protected] [email protected] • Address changes Benefits • Merchandise sales AUA ...... _...... 800-727-3823 • Gift memberships EM Aircraft Insurance Plan ... 866-647-4322 DIRECTORS Tenn Life and Accidental ...... 800-241-6103 Steve Bender Dale A. Gustafson Programs and Activities Death Insurance (Harvey Watt & Company) 85 Brush Hili Road 7724 Shady Hills Dr. Editorial ...... _...... 920-426-4825 Sherborn, MA 01770 Indianapolis, IN 46278 EAA AirVenture Fax-On-Demand Directory 508-653-7557 317-293-4430 ... .. _ ...... 732-885-6711 . _ ...... FAX 920-426-4828 sst [email protected] [email protected] Auto Fuel STCs ...... 920-426-4843 • Submitting article/ photo David Bennett Jeannie Hut Build/ restore information ..... 920-426-4821 • Advertising information P.O. Box 1188 P.O. Box 328 Roseville, CA 95678 Harvard, IL 60033-0328 Chapters: locating/organizing.. 920-426-4876 916-645-6926 815-943-7205 Education ...... _...... 920-426-6815 EM Aviation Foundation [email protected] [email protected] • EM Air Academy Artifact Donations . _ .. . _ . ... . 920-426-4877 jobn Berendt Steve Krog • EAA Scholarships Financial Support ...... 800-236-1025 7645 Echo Point Rd. 1002 Heather Ln. cannon Falls, MN 55009 Hartford, WI 53027 507-263-2414 262-966-7627 [email protected] [email protected]

Robert C. "Bob" Brauer Robert D. "Bob" Lumley 9345 S. Hoyne 1265 South 124th St. MEMBERSHIP INFORMATION Chicago, 11 60620 Brookfield, WI 53005 AVIATION magaZine not included). (Add $15 773-779-2\05 262-782-2633 EAA [email protected] [email protected] Membership in the Experimental Aircraft Associ­ for Foreign Postage.) ation, Inc. is $40 for one year, induding 12 i5sues of Dave Clark Gene Morris 635 Vestal Lane 5936 Steve Court SPORT AVlATION. Family membership is available WARBIRDS Plainfield, IN 46168 Roanoke, TX 76262 for an additional $10 annually. Junior Membership Current EAA members may join the EM War­ 317-839-4500 817-491-91 \0 [email protected] [email protected] (under 19 years of age) is available at $23 annually. birds of America Division and receive WARBIRDS All major credit cards accepted for membership. magaZine for an additional $40 per year. j ohn S. Copeland Dean Richardson (Add $16 for Foreign Postage_) EAA Membership, WARBIRDS magaZine lA Deacon Street 1429 Kings Lynn Rd Northborough, MA 01532 Stoughton, WI 53589 and one year membership in the Warbirds Divi­ 508-393-4775 608-877-8485 VINTAGE AIRCRAFT ASSOCIATION sion is available for $SO per year (SPORT [email protected] [email protected] Current EAA members may join the Vintage AVIATION magazine not included). (Add $7 for Foreign Postage_) Phil Coulson Geoff Robison Aircraft Associaton and receive VINTAGE AIR­ 28415 Springbrook Dr. 152 1 E. MacGregor Dr. PLANE magaZine for an additional $36 per year. Lawton, MI 49065 New Haven, IN 46774 269-624-6490 260-493·4724 EAA Membership, VINTAGE AIRPLANE EAA EXPERIMENTER rcoulsonS [email protected] [email protected] magaZine and one year membership in the EAA Current EAA members may receive EAA Vintage Aircraft Association is available for $46 EXPERIMENTER magaZine for an additional Roger Gomoll S.H. ' We'" Schmid per year (SPORT AVIATION magazine not in­ 8891 Airport Rd, Box C2 2359 Lelebee Avenue $20 per year. Blaine, MN 55449 Wauwatosa, WI 53213 cluded). (Add $7 for Foreign Postage.) EM Membership and EM EXPERIMENTER 763-786-3342 414-77 1-1 545 pledgedrive@msncom [email protected] magaZine is available for $30 per year (SPORT lAC AVIATION magazine not included). (Add $8 for Current EM members may join the Interna­ Foreign Postage_) tional Aerobatic Club, Inc. Division and receive DIRECTORS SPORT AEROBATICS magazine for an addi­ FOREIGN MEMBERSHIPS tional $45 per year. Please submit your remittance with a check or EMERITUS EAA Membership, SPORT AEROBATICS draft drawn on a United States bank payable in Gen e Chase E.E. "Buck" Hilbert 2159 carlton Rd. P.O. Box 424 magazine and one year membership in the lAC United States dollars. Add required Foreign Oshkosh, WI 54904 Union, IL 60180 Division is available for $SS per year (SPORT Postage amount for each membership. 920-231 ·5002 815-923·4591 [email protected] Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright ©2003 by the EAA Vintage Aircratt Association All rights reserved . VINTAGE AIRPLANE (ISSN 0091-6943) IPM 40032445 is published and owned exclusively by the EAA Vintage Aircratt Association of the Experimental Aircratt Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO. Box 3086, Oshkosh. Wisconsin 54903-30BE. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EPA Vintage Aircraft Association. PO. Box 3086, Oshkosh, WI 54903-3086. Return Canadian issues to Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTISI NG - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and wefcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . EDITORIAL POLICY: Readers are encouraged to submit stories anc photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely wrth the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPlANE, PO. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. EPA" anc SPORT AVIATION". the EPA Log"" and Aeronautica~ are registered trademarks, trademarks. and SOIVice marks of the EXperimental Aircratt Association , Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association. Inc. is strictly prohibited. The EPA AVIATION FOUNDATION Logo is a trademark of the EPA Aviation Foundation. Inc. The use of this trademark without the permission of the EPA Aviation Foundation, Inc. is strictly prohibrted.

VINTAGE AIRPLANE 29 Urn preston Tangerine, Fl

_ 1941 Stearman

"We have been with AUA for a number of years.

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AUA's Exclusive RA Vintage Aircraft Association Insurance Program lower liability and hull premiums Medical p'ay,me-nts ipcludecl .. Fleet aiscounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion o age penalty - 0 com onent parts endorsements - Discounts for claim-free enewals carry,ing all risk coverages

The best is affordable. Give AUA a call - it's FREE! 800-727-3823 Fly with the pros... fly with AUA Inc. The Board ofDirectors ofOcean Reef Club Key Largo, Florida cordially invites you to attend THE 10 TH ANNUAL VINTAGE WEEKEND

December 4th, 5th, 6th and 7th, 2003 Honoring classic conveyances by air, land, and sea

~ and including ~ The Antique and Classic Airplane Fly-in The Concours d'Elegance ofAutomobiles

• I • •• The Antique and Classic Yacht Rendezvous

Because Ocean ReefClub is a private club, The Participation includes a Friday afternoon Road Vintage Weekend is open only to members and Rally, Fly By and a Welcoming Reception. invited guests staying in the Inn or Marina. Saturday day-long celebration ofboats, cars, and planes including a Skywriting competition; For more details and lodging information, a Rosie O'Grady - Gay 90s Party on Saturday please call Lesa Crayne at 305-367-5896 evening with The Bill Allred Jazz Band; or e-mail: lcrayne@oceanreefcom awards and farewell breakfast Sunday morning. $225 per person

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VINTAGE AIRPLANE 31 COMING AT YOU! Two Quality Journals

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THE AIRPLANE 1920-1940 Featuring: David Ostrowski. Editor • Airplane restorations & • Accurate, detailed drawings reproductions • Paint, colors, markings • Indepth articles on historic • Museums & events FREE ISSUE FOR NEW SUBSCRIBERS: aircraft • Aircraft, engines, parts MENTION THIS AD! • Great photos including for sale details & cockpits • Book & literature reviews • Scale & flying models • Your wants & disposals Published by WORLD WAR 1 ~, INC. 15 Crescent Road, Poughkeepsie, NY 12601, USA (845) .J Send a sample copy at $4+ $3pp: o both 473-367~ ..J WWl AERO A NON-PROFIT. MEMBER-ORIENTED SERVICE ORGANIZATION ..J SKYWAYS

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32 SEPTEMBER 2003 fJ$;dAfgtm-Y?~ Vehicle Discount