Brodhead PIETENPOL Association Newsletter

Issue 16-01 First Quarter, Two Thousand Sixteen

Photograph byMike Cuy The Late Dick Navratil’s Rotec Powered Pietenpol What’s Inside... From the Editor - John Hofmann...... 2 Understanding Carburetors - The Float System - Bob Kachergius...... 2-4 Pietenpol Forum at “Sun ‘n Fun”...... 4 In Memorium - Richard Navratil...... 5-6 To Brodhead and Back - Greg Cardinal...... 7-10 Centerspread - Dick Navratil’s Rotec Pietenpol...... 8-9 The Rest of the Story - Norm Tesmar...... 10-12 My Restoration of a 1920s Airway Beacon - Harvey Hartman - Part Three...... 12-14 Howard Henderson...... 14-15 Classified Ads ...... 15 From the Editor Understanding Carburetors – John Hofmann The Float System By Bob Kachergius I had no idea when I took over from Doc and Dee, it “The STROMBERG SPECIALIST” would take me fully two years to figure out what was Uni-Tech Air Management Systems,Inc. going on and to get fully up to speed. I hope with this “Specialists in the Overhaul of Stromberg issue I am about there. Since I am one year behind in my NA-S3 Aircraft Carburetors” 13221 Windward Trail, Orland Park, Illinois 60462 duties, instead of trying to catch up four issues I will be E-Mail [email protected] giving each of you an extra year at no charge. I want you WebSite: THE STROMBERG SPECIALIST.COM to get what you have paid for. I have already made this 708/267-7111 adjustment in my database and if you have any questions, email me at [email protected]. The mailing label on Editors’s note: Bob does all our carburetor work here at each copy will give you the month and year of your last HXF and has some new needle and seat ideas in the works issue. that may solve a lot of issues.

Along with this issue you will find a new BPA website. Carburetors have been around since the invention of the I will cover this more in the Spring 2016 edition but take gasoline engine and come in many shapes and forms. some time to explore the site. It features a forum and Bendix-Stromberg Corp. has been around since the 1920s social networking component. I have some of you loaded and has built carburetors for a multitude of different as members but not the majority. When I received the applications, both civilian and military. initial mailing list from Doc and Dee it did not contain email addresses. I have added those as they come in but I Understanding carburetor systems and their application is find many are missing. If you can’t login to the new site critical if one is to properly service and/or overhaul their (use the forgot password link to see if you are loaded) let components. me know. This is a discussion of the basic “heart” of the carburetor, I hope this new website (http://www.pietenpols.org) will the float system as it is used to the Stromberg NA-S2 and be a new place for Pietenpeople to “hangout” and share NA-S3 aircraft unit. photos, ideas and lies. Along with Facebook and other modern venues, this will help keep the Pietenpol Air The floats are made of several different materials such Camper alive and well into the future. as polymers (plastics), epoxy “foam” and brass. The Stromberg NA-S2 and NA-S3 carburetors use a robust Here’s to a good 2016 to you all. little float made of brass.

This carburetor is thought by most people to be “dirt John simple” in design and, therefore, extremely simple to overhaul. Just “wash it, throw in a needle and seat, set the Brodhead Pietenpol Association float level, add a new gasket set” and off we go. It is here the fun begins. It leaks, it drips, it backfires, it hesitates on acceleration, it runs out of fuel on climb out and so on. Not really so simple is it? 2424 American Lane There are many unique situations that apply to the Madison, WI 53704 Stromberg NA-S2 & NA-S3 carburetors that make it Email: [email protected] extremely difficult to get to run properly unless you have http://www.pietenpols.org a full understanding of the assembly and operation. One Web: extremely important area is the brass float. It is very simple in design (supposedly) and acts as the “heart” of the Stromberg carburetor.

2–BPA Newsletter There is only ONE float part number in the overhaul it is to get the proper float level of 13/32” +/- 1/32” at manual (p/n P16156) which covers ALL the different 70 degrees fuel temperature – PLUS – the proper .048” engine applications. So, how can this little float be so hard float drop (gravity) or .021” float drop (fuel pump). Float to work with to properly set and apply the correct float drop is set in a Stromberg in a very unusual manner. level? Unlike most conventional carburetors which are adjusted with a “bendable” tab somewhere on the float arm, the There are THREE different variations of this float for Stromberg uses four different sized fiber washers stacked three different applications. This is not explained in under the brass seat to get the proper float level. They the service manual. The float is manufactured with two come in thicknesses of .015”, .030”, .046” and .060” of brass halves soldered together. A brass arm, pivot pin which ONLY 2 can be used in combination to attain float tube and needle attach shaft are pinned and soldered to level. Now, after you get float level set, you have to get the main float body. With variation one, looking at the the proper float drop of .048”( gravity) –or- .021” (fuel bottom of the round float body, you will find a small ¼” pump). This float drop is often unattainable because the wide x ½” long strip soldered there. Most think this is a float ends up HITTING THE TOP of the main metering weight but this is not the case. It is called a chafe strip jet –instead- of traveling all the way down to the 45 and is designed to contact the small 45 degree flange on degree float stop flange on the lower casting. What causes the lower carb casting next to the main metering jet. If in this? In many cases the Stromberg factory mis-machined proper adjustment and alignment, the float drop of .048” the depth of the main jet well causing it to obstruct float (for gravity systems) will fall right into place. “Float vertical drop/ float travel. The main jet well has to be drop” is the amount of vertical travel the needle in the re-machined to the proper depth to get the jet lower seat moves to attain the necessary fuel flow, especially for and out of the way. This dimension, unfortunately, is full power applications. With lesser float drop, the carb not covered in the service manual and is available only will easily “run out of fuel” at full power, (Anybody out in factory data and blueprinting. A lot of carburetors there ever have this happen?) came out of the factory door that way. WOW. See how “simple” the carb is to work on. The second variation is a brass float without the chafe strip soldered on. This was a factory variant to give If you look at the sides of the brass float, you will often additional needle vertical travel to get the .048” minimum see some float side walls caved in (concave), some flat float drop when the float with the small soldered on chafe and some bulged out (convex). What caused this? Again, strip did not meet the proper dimension. These are fairly it is not “rocket science” to realize that an enclosed rare but show up occasionally. container having lesser air volume than one much fuller with air will float at different levels when placed in a The third variation is a float with a 1” long x ¼” wide liquid. Now, the fun really starts trying to get the proper chafe strip installed of which only ½” was soldered to float level. Here is what happened. When the float with the bottom of the float body. The other ½” NOT soldered the caved in (concave) side was manufactured, it was to the float was a “bendable/adjustable” arm segment done on a very low “barometric pressure day” When designed to be used with a carb that was operating with soldered together, that low barometric pressure remained a 2 to 4 psi fuel pump application. The vertical needle hermetically sealed inside the float body forever (low travel of the “fuel pump” carb was only .021”, thus the internal air volume). When a bulged out (convex) float adjustment tab was bent to restrict needle travel in those occurred, it was soldered together on a “high” barometric applications. Three DIFFERENT applications with the pressure day, sealed for eternity. The “concave float” will same part number ? Wait, it gets worse! sink a lot deeper in a container of avgas than a “convex” float. More problems in trying to get a consistent and The standard weight of the Stromberg float according proper float level. WOW! to factory data is 40.0 grams. I get floats in all the time weighing as much as 46 to 47 grams and as little as 34 to How do we fix that problem? Either try several different 35 grams. Now, it is not rocket science to realize that a floats until you find one that works or fix the defective heavier float will sink in liquid more than a light weight float. On the flat side of the brass float body, you will find float. This (in frustration) is when you find out how hard a small recessed “dimple” stamped in place. What is this

BPA Newsletter­–3 dimple there for? It, in Stromberg factory data, is called a “service port”. When you get a sunken sided (concave” THE “STROMBERG SPECIALIST” float condition, drill a small #60 hole in the side of the R.E. “Bob” Kachergius A&P/IA dimple, take a shop compressed air gun with the rubber tip, place it on the #60 hole dimple opening and blow compressed air into the float, inflating it and bulging it Does your Stromberg NA-S3 carburetor out. Take a needle tipped soldering pencil with 60/40 rosin core solder and solder shut the little #60 hole. With Drip - Leak - Perform poorly ? ? ? more air inside the brass float, you will find that it floats higher in avgas than a sunken (concave) float. Sounds Have it Overhauled & Restored to “Grand Cham- pion” standards and quality by us… easy? NO IT’S NOT. A little too much air pressure applied will blow the float sides apart at the soldered seam WE: Dismantle & Inspect – making it impossible to fix. If you got lucky and did not Clean & Glass Bead Blast – blow the float apart, test it for leaks. Take a coffee cup Aluma-Etch & Alodine – full of water and microwave it for 4 or 5 minutes until it Custom Lap mating is boiling Take a long nosed pliers and dip the float into surfaces – Re- the hot water to see if it will bubble anywhere depicting assemble using all new AN hardware, a leak at that point. If a bubbling leak appears, go back to gaskets, Stainless the workbench and solder it shut. Be careful. Do not add steel or Delrin needle TOO MUCH solder increasing the floats weight making & seat – proper metering it again sink deeper in avgas and again having more jets & venturis… Float level problems trying to get the PROPER float level. is set “wet” to 13/32” – Stromberg service letter procedure installed to raise float bowl vent position Well, there you are. See how SIMPLE that little eliminating fuel drip – prepare a log book entry Stromberg is to overhaul. You have just learned the sheet… complexity of the simple little Stromberg brass float. A lot All for $975.00 more of these hidden little “gremlins” exist in other areas Includes freight & handling of a Stromberg and will be covered in subsequent articles at a later date. Go to my website, THE STROMBERG SPECIALIST.COM to learn more on how this little UNI-TECH AIR MANAGEMENT SYSTEMS, INC. Stromberg works. Better yet, give me a call at 708-267- 7111 to discuss problems. Call: 708-267-7111 Mail: 13221 WINDWARD TRAIL ORLAND PARK, IL. 60462 Bob Kachergius E-Mail: [email protected] The STROMBERG SPECIALIST

placed in an open tent at a very low, out of the way, spot. Pietenpol Forum at “Sun ‘n Fun” When it rained (and it rained a lot) the ground funneled the By John Hofmann water right to where are tables were set up. I hope they treat us better this year. It is expensive to travel to SNF This year we will be having another forum at “Sun ‘n and to be able to set up for only a day and half is difficult. Fun.” It is scheduled for Friday, April 8, 2016 from 10:00 AM to 10:55 AM. The location for the forum is room 7 in the classroom building. The title of the presentation is “Building a Pietenpol, Options and Decisions.”

When writing about forums, I want to thank Skipp Gadd and Ben Charvet for covering the beginning of the forum in 2015. I was stuck in a meeting of the Type Clubs where we voiced our disapproval of our treatment. We had been 4–BPA Newsletter In Memoriam - Richard Navratil Mike Cuy - Gosh I enjoyed that guy. Blessings to his family and close friends. On June 6, 2015 this was posted by Greg Cardinal on the Matronics Pietenpol list: Navratil, Richard M. Age 66, One day at Brodhead Dick told me he used to own a twin of Arden Hills. Died suddenly on June 4, 2015. Survived for his swimming pool business. He told me some of the by wife, Joan; son, Jason (Sara) Gillet; daughter, Jen harrowing details of a solid IFR flight he experienced at (Justin) Vojtech; grandchildren, Boone, Judah, Renley, one time. You could tell he was grateful to be on the other Wyatt & Colton; siblings, Chuck Navratil, Neil Navratil, side of that flight, even years later. Here’s to you Dick for John Navratil, Mary Bergh and Anita Ziebarth; also many making this side of our earthly life more of a joy. nieces and nephews. Mass of Christian Burial 11:00 AM Wednesday, June 10, 2015 at the CHURCH OF ST. STANISLAUS, 398 Superior Street, St. Paul. Visitation 4-8 PM Tuesday at Willwerscheid Funeral Home, 1167 Grand Ave., St. Paul. Memorials preferred to the Wounded Warrior Project. Willwerscheid Funeral Home & Cremation Service 651-228-1006

I think the listserv let out a collective gasp when we read this message. It was a shock to lose Dick at such a young age.

Those of us who have been on the Matronics Pietenpol list since around the year 2000 have a peculiar bond. It is one of the few places I know of where the members of a virtual community actually meet and know each other. I count many of my best friends from this list.

After Dick’s passing, I sent a message to the list asking people for memories and photos of him.

John Hofmann - I first met Dick in person in 2005. We emailed each other a few times per year and always had good conversations about woodworking and Pietenpols. As a regular attendee of Sun ‘n Fun, it was always a treat to look him up in the woodworking tent. In 2015 I missed seeing him at SNF. It seems his wife got kicked by a horse Mike Cuy submitted these photos of Dick Navratil with Rob and he was back home nursing her. After SNF I emailed Busch and Jim Markle. him and we looked forward to having breakfast together at Gary Boothe - In 2008, I was struggling through my 4th Brodhead. year on an all-metal plane, having set aside my Pietenpol plans for something more suitable for x-country. I think it was about February of that year that Dick’s Piet was featured on the cover of Sport Aviation. It was like the proverbial light bulb. I abandoned the metal, and spent four enjoyable years building my Pietenpol.

Douwe Blumberg - Here’s one of my best personal recollections of Dick.

After the test pilot flipped my Piet over on its maiden flight, I was absolutely distraught. Resisting the urge to BPA Newsletter–5 Your Editor with Dick Navratil at the SNF Wood Shop in 2013 push it into the middle of the field and light it on fire, I got it into the hangar and closed the door. The next day we went down with a clipboard to inventory the damage, among which were some cracked ribs on one wing tip. The wing would definitely would need some repair and a thorough going over. After ten years of building, I just didn’t think I had a rebuild in me.

After posting my feelings on the Pietenpol list, Dick calls me and says he’s leaving for Sun ‘n Fun where he helps run the woodworking shop and he’s going to hook up his trailer and divert to my field and get the wing which they’ll repair down there. I was absolutely blown away and sure enough, the next day here comes Dick’s camper with his flatbed. He couldn’t have been more encouraging as we loaded the wing and he headed south. When I tried Jim Boyer hitches a ride in Dick’s Piet to at least pay for fuel, he refused. Jim Boyer - Hi John, just a comment on the pictures Gary Boothe sent you of me in Dick’s Piet. I had come to He and the rest of the gang down there stripped the wing Brodhead that year with some pictures of my Piet under tip and started to ascertain the damage but then began to construction and showed them to Dick, Greg Cardinal, identify that there were some major issues with the glue Skip Gadd and others. Dick asked me if I had ever ridden joints in the wing (done by the guy that started the project in a Piet. I had not and Dick offered me a ride in his as the using “plastic resin” glue). After a weeks investigation he pictures show. I was very happy and enjoyed the ride and called to tell me this wing needed to be completely torn many conversations with Dick and others in my visits to down and rebuilt, but that’s another story. Brodhead.

Dick’s encouragement and kindness at a very difficult Getting in the front cockpit was a challenge due to a time really meant a lot to me and his selflessness in truly previous badly damaged left knee. I told Gary I didn’t care stepping forward seemed to characterize the man. if he broke it but to push my leg up until I got it in, which he did! It didn’t break and I really enjoyed the ride.

Pietenpeople make a showing at Dick’s funeral. Photo Courtesy of Greg Cardinal 6–BPA Newsletter Four Pietenpols returning from Brodhead refuel at Lone Rock after meeting up with a wall of rain. From the left, Bob Poore’s Piet, Dick Navratil’s Rotec Piet, Greg Cardinal’s Piet, and Dick’s Continental Piet flown by Norm Tesmar To Brodhead and Back left the sloping, turf cross runway as our option. Dick and By Greg Cardinal, photo by Norm Tesmar Norm were delayed so Bob and I elected to depart on our own. Did I mention the turf cross runway has a slope to This article was originally printed in the newsletter of EAA it? In this case the slope was uphill for our direction of Chapter 25 in August of 2011. It features the journey from takeoff. the Minneapolis area of Greg Cardinal, Norm Tesmar, Bob Poore and Dick Navritil. Given the subject matter We taxied to the end of the runway and continued taxiing of this issue, it seems a fitting tribute to reprint this “big into grassy area beyond the end of the runway and lined up adventure” here. for takeoff. Knowing we were taking off uphill we wanted as much runway as possible. Every year on the weekend prior to Airventure, Pietenpol airplanes from around the country and Pietenpol Bob’s climb prop on his aircraft got him airborne without enthusiasts from around the world gather in Brodhead, trouble. NX18235, with it’s custom made Dale Johnson Wisconsin for a long weekend of sharing stories, cruise prop struggled uphill. Finally the wheels left the turf discussing Pietenpol construction, flying and giving but the climb rate just barely exceeded the uphill slope. an occasional ride. Every pilot who flies a Pietenpol to We crossed the far end of the runway at 40 feet and were Brodhead that weekend is given a coveted white hat. on our way.

This year Dick Navratil, Norm Tesmar, Bob Poore and I planned to fly together in four different Pietenpols. The Notice to Members: Please keep us posted with original plan was to depart the Twin Cities on Wednesday, any address changes. This newsletter will not be forwarded to your new address and the Post Office July 20th but high winds and turbulence kept us grounded does not “hold” this newsletter along with your other until the following day. mail when you request them to do so. The Post Office will return it to us and charge us an average of $1.50 Bob and I departed Stanton early Thursday with a planned per returned piece. When we track down a forwarding fuel stop at Viroqua, Wisconsin where we would meet address, we send a new copy of the BPA News to up with Dick and Norm coming from Osceola and then the new address by First Class mail. This is a very proceed together to Brodhead. Bob and I had a smooth expensive procedure for BPA. If you relocate with the flight with a healthy tailwind at 3000 feet. We made seasons, please send us an email when you migrate. Thanks excellent time to Viroqua but the runway aligned with the wind was NOTAM’ed closed for construction. That BPA Newsletter–7 Photograph by Bill Church

8–BPA Newsletter BPA Newsletter­–9 Another beautiful 90 minutes to Brodhead and we arrived one hand on the stick and clamped the other onto the top of just as a thunderstorm was leaving the area. the windscreen to hold the two halves in place.

A few days of fun at Brodhead and we were ready to Unable to contact Dick on the radio, and with Dick well depart for home on Sunday. Weather and a technical delay ahead, I debated whether to land the airplane or continue kept us grounded until about 3:00 p.m. We were staring on to Viroqua. By now Dick was well ahead, but still in at headwinds so we planned to stop at Richland Center sight, so I decided that as long as I could keep him in sight for fuel. The four of us were flying in a loose diamond I would tough it out to Viroqua. This was not fun! As one formation until five miles before Richland Center where a hand would become stiff and sore, I would switch hands, wall of water coming from the clouds forced us to land at and occasionally used my forehead to keep the windscreen Lone Rock. Bob and I were finally able to depart at about in place when I had to adjust the throttle. After a very long 6:00 p.m. and we planned another fuel stop in Rushford, ninety minutes, Viroqua finally came into sight. With the MN. The improving weather as we traveled northwest normal runway closed, I followed Dick to the turf cross was a welcome site and Rushford came into view a little runway. after 7:00 p.m. The weather was perfect but we had a new challenge, getting home before sunset! As I slowed on short final at Viroqua, I had to release the windscreen to land the airplane. Luckily, the slower speed A quick top-off with fuel and we were airborne at exactly reduced the violent flapping, making it possible to get on 8:00 p.m. It was beautiful flight with warm temperatures the ground safely. and glass smooth air. Bob and I kept a fairly tight formation for most of the flight. We landed at Stanton with a couple of minutes of legal daylight to spare.

I can’t wait to do it again.

The Rest of the Story Article and photos by Norm Tesmar

While Greg and Bob were enjoying that smooth air and great tailwind from Stanton, I was having a somewhat different experience. Dick and I tested our radios on the ground at Osceola, but once we got into the air I was un- able to make contact, so we were basically flying NORDO. Replacing the windscreen at Viroqua

About fifteen minutes out of Osceola, my windscreen split Dick and I inspected the damage and talked about our op- right down the center and began flapping violently. I kept tions, and we finally decided to replace split windscreen with the one from the front seat. With the good windscreen in place, we re-fueled and took off for Brodhead.

Dick and Norm’s Piets at Osceola, ready for takeoff On the ground at Brodhead 10–BPA Newsletter The days at Brodhead offered sunshine and all the great Back in the air again, we headed for Richland Center for a things that Brodhead is known for including pork chops fuel stop. A wall of rain forced us to divert to Lone Rock. and the fish boil. But the nights brought rain and howling winds. This posed a special problem for Greg with his tail skid, but he landed successfully in the weeds along the side of the paved runway. We refueled and waited for the storm to pass.

While at Lone Rock, we encountered a Lancair and an RV-6 headed to Oshkosh, and powwowed for an hour and a half as we waited for the weather to clear. With passable weather again, Greg and Bob took off for Rushford. Dick and I knew that we didn’t have enough daylight to reach Osceola, so we decided to head for Winona for the night.

Solving World problems

I couldn’t help but think of Sun ‘n Fun with airplanes rolled up in a ball. But we managed to keep our aircraft tied down and did our best to keep dry through the rainy nights.

Some of us had more success at this than others! When we departed on Sunday, we learned that the rain had done ad- ditional damage. In spite of a successful pre-flight, Dick’s Rotec began running roughly shortly after takeoff. He man- aged to nurse the Piet around and landed on the crosswind runway. The rest of us were already in the air, and circled back and landed. Greg refuels at Lone Rock After checking the filters and fuel, Dick finally discovered We flew into a good headwind, but landed at Winona with- significant condensation the distributor. He used isopropyl out incident. We got a ride to a local motel, and returned to alcohol to dry out the cap, and that solved the problem. the airport Monday morning for the flight back to Osceola.

Little did we know that our greatest challenge was yet to come. As he took off from Winona, I could see smoke trail- ing from Dick’s engine. It was too late to put it back down on the runway, so Dick had to keep it in the air. As he told the story later, he suddenly found his windscreen covered with oil shortly after takeoff. He had zero forward vis- ibility. He tried looking around the windscreen, and found his glasses immediately coated with oil. He tried increas- ing power to gain altitude, but that only make the oil flow faster. Conscious of a construction crane in the vicinity of the airport, and able to see only to either side of his aircraft, he managed to keep the engine running, maintain altitude, and get the airplane lined up with the runway to land.

Dick checks the Rotec BPA Newsletter­–11 Looking to the left and right to keep centered over the My Restoration of a 1920s Airway Beacon runway, Dick managed to feel his way to the surface and Part Three execute a safe landing. By Harvey Hartman - Somewhere in Texas

STARTING THE TOWER INSTALLATION: CON- STRUCTING THE TOWER’S FOUNDATION or NO WIMPY PINK FLAMINGO LAWN ORNA- MENTS FOR ME!

This is the part of the project where everything got compli- cated and thus, slowed to a crawl, at least when compared to the dismantling.

I live on a “residential airpark” where the residents range from airline pilots to retirees, most all who own and fly pri- vate airplanes, me included. Like most residential commu- nities, we have deed restrictions and our Building Commit- tee approved my construction plans in February 2012. I had previously advised the building committee of my intention Winona, Minnesota to purchase and relocate the La Porte beacon prior to bid- ding on the demolition contract in 2006 and received their Inspection on the ground revealed that the top rocker arm initial approval at that time. However, I did not present cover had worked it way loose, causing the oil to spew detailed construction plans until Feb. 2012. Upon construc- back into the slipstream and coating the windscreen. It tion approval, I started surveying for the foundation. seems that the bolts securing the rocker arm covers are not safetied on the Rotec, and in spite of three times around the At that point, one of my neighbors (who is also a pilot) engine tightening the bolts, the vibration eventually won objected to my plans and took the building committee and out. me to court to try and stop my project. His argument was that a rotating beacon and tall tower had no business being Dick plans to drill the bolts and safety them to prevent this erected in a residential neighborhood. I explained to the the future. judge that our “residential neighborhood” is AN AIRPORT and that my aviation rotating beacon and tower would not With tightened bolts and the addition of four quarts of oil, look out of place amongst the rows of metal hangars lining Dick and I took off and headed back to Osceola. This time both sides of my taxiway. The judge agreed and dismissed the flight was uneventful, but I know Dick had to be watch- the case. ing things pretty closely all the way back! However, after listening to the neighbor’s concerns during We made a lot of memories on this trip, and it is definitely the hearing, I decided not to erect the tower to its original one that we will never forget. We all had our flying skills 51ft height. The purpose of these towers was, and is, to el- tested on this trip, and thankfully we were up to the chal- evate their beacons high enough that any nearby obstacles lenges. won’t block the beacon’s light from being seen by aircraft. Being out in the country, the only things that might inter- We are already planning on our flight to Brodhead next fere with my beacon are my hangar roof (17ft at its peak) year. Hopefully it will be memorable in a little different and my oak trees (estimated at 27ft). Therefore, in order to way! keep my tower from unsightly monopolizing the landscape, I elected to reduce the tower’s height to 40ft by not install-

12–BPA Newsletter ing the bottom 11ft section. A side benefit of this decision The four corner holes were then connected by 12” wide x is that it will also make this project (and its future upkeep) 30” deep trenches that will form interconnect beams to lock a little more manageable. the four footing bores together.

Following the unnecessary delay caused by the neighbor, the project was restarted in late September 2012 when I resumed laying out the tower footings.

Then the four corners were drilled 24” dia x 36” deep to accommodate the four 5ft long 3x3x3/8 galvanized angles that I made to embed into the concrete. The four tower legs will bolt to these angles.

The four galvanized angles were then temporarily bolted to the bottom tower section (still unrestored at this point) along with cross-braces to maintain leg alignment, and the assembly was moved into position over the holes and trenches.

BPA Newsletter­–13 All of the rebar was then attached… But before the cap slab can be poured, the slab for the adja- cent shed must be poured.

and the whole shebang* was lowered into the ground.

Stay tuned for Part 4: Pouring the Shed and Cap Slabs

Howard Henderson

Howard Henderson passed away on January 7, 2016 at the age of 96.

From Grant MacLaren: After knowing Howard for a few years, and flying with him in his T-18, it did not surprise me that he’d decided to build another airplane. He had completely rebuilt a Cub, restored Lindberg’s Monocoupe hanging at Lambert, built the Sky Coupe, then the T-18. What did surprise me was him asking about Model “A” *Shebang is a technical term meaning a lot of stuff. Ford engine availability. “I didn’t know you were inter- ested in old cars,” sez me. “The engine’s not for a car, Four yards of concrete were poured on 8 October 2012 to it’s for an airplane,” sez Howard. I was pretty sure an old fill the footings and trenches up to ground level. You will heavy four-banger would never fly an airplane, but to show notice that there is still quite a bit of rebar protruding above me otherwise, we flew up to Brodhead (WI) where I got the concrete. This is to lock the underground foundation to a ride in Bill Knight’s gorgeous Air Camper. Wow! I was the above-ground “cap slab” that will be poured later and impressed. will form the top of the tower’s foundation. Back in St. Louis we attended my “A” Club’s annual swap meet where Howard bought a 1928 Ford engine. He rebuilt it, and we installed it in my ‘31 Sedan for a 1500 mile test run, while Howard built a Pietenpol Air Camper to origi- nal plans. At the time I was not an EAA member. Howard was, of course. Without Howard’s knowledge I submitted an article to EAA’s Sport Aviation. It was published in the February edition, 1989. Can you imagine my thrill when Howard phoned to tell me of his surprise? EAA’s presi- dent Paul Poberezny asked the magazine’s editor, Jack Cox “Who’s this guy MacLaren and why doesn’t his by-line

14–BPA Newsletter contain an EAA number?” When told I was not a member, For Sale: N6107B, C-85, repair station overhaul, new Paul said “Make him a member.” So in a roundabout way, cylinders, starter etc. 28 SMOH. Overhaul cost $15K. it was Howard who got me an EAA number. You saw it in Brodhead with a Ford in 2000. Buy it for 20K. Put a Ford back on and sell the engine to Cessna 140 guy. Many spare parts, radios etc., Jack McCarthy, 410- 643-1785, [email protected]

For Sale: Bradford Sky Scout Side-By-Side fuselage prints for sale. Uses standard Pietenpol wings and tail surfaces. Call Kyle at 517-663-3083 for information.

BRODHEAD PIETENPOL ASSOC. Membership Application Classified Ads - - - ­­Date______NewMember___ Renewal___ (Classified Ads are free to BPA members. You must contact BPA each issue in which you want the ad to run.) 1 year USA...... $20.00 2 year USA...... $35.00 Please help!! Back issues (indicate which)...... $ 4.00 A couple of years ago I bought a Sky Scout project from 1 year Other countries…...... $25.00 a retired Lockheed engineer who was in the last stages 2 years Other countries...... $45.00 of cancer. I was afraid that his soon-to-be widow would throw it all away so I “rescued” it. My problem is that no Name: ______one has stepped forward to rescue it from me! I am willing Address: ______to lose money to get this to someone who will finish it up City:______and fly it. The fuselage, empennage, wing ribs and shock State: ______Zip:______struts are complete. Model “A” engine, Lovely radiator, Phone: ______email:______hubs for spoked wheels, some fabric and Polyfiber material is also included. $3000 or best offer. Larry Williams, USA Amount enclosed: [email protected], 859-866-5124 (Cash/check only – no credit card) Other countries U.S. cash enclosed For Sale: Warp Drive prop. 72” long, two blade with machined adapter to put on Model A engine. Includes Make all checks payable to: BPA or Brodhead Pietenpol Assoc. ARP studs, nuts and washers. Two extra blades to use on a Corvair engine which is reverse rotation. Model A Members will receive the next quarterly radiator and mount. “B” block and counterweighted crank. published issue after the date of receipt of dues Riley two port intake with updraft carb and exhaust. Two in the Madison office. All correspondence should be mailed to: aluminum cylinder heads. Thomas high compression with ARP studs and nuts. No manufacturer on other head. Brodhead Pietenpol Association Distributor with dual electronic ignition and coil for Model 2424 American Lane A engine. Not sure on price of most of this stuff. Will try Madison, WI 53704 to determine value and of course negotiable. Scott Fisher, Email: [email protected] Web: http://www.pietenpols.org 903-293-7142

BPA Newsletter­–15 BRODHEAD PIETENPOL ASSOCIATION PRSRT STD 2424 American Ln US Postage PAID Madison, WI 53704 Permit #9 Brodhead WI 53520

low and slow

Richard Navratil, 1949 - 2015. Photo by Mike Cuy