AUGUST 2010 STRAIGHT & LEVEL
GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION Keeping abreast of issues
tay tuned for more coverage that the EPA continues to push hard and complicated issues at hand. The on EAA Oshkosh AirVenture on the fuel industry for a resolution goal is to find a common standard S2010 in the October Vintage to the formulation of a non-leaded fuel that will service the entire fleet Airplane magazine. fuel that will perform satisfactorily without any compromise to perfor- Heads up everyone: EAA is asking with our piston-powered aircraft. In mance or engine life. That’s a huge the membership to stand down on addition, aviation is soon to be the goal, and it’s not likely to be devel- reacting to the FCC’s controversial only user of the lead additive, thus oped overnight, or any time soon for announcement on June 15. As many making aviation subject to fi nancial that matter. of you are already aware, the FCC has and supply interruptions. There is The industry has never had to a planned change to 47 CFR Part 87 only one producer of the additive left reverse engineer a safe alternative to prohibit the certification, manu- in the world. All it would take is one fuel for the existing fl eet, and it has facture, importation, sale, or use of industrial accident at that plant and indeed proven to be an elusive task. any 121.5 ELT (emergency locator there would be no 100LL available. Then, mix in the fact that there transmitter) devices. (With the excep- While most of our lower- and mid- remains only one manufacturer of tion of the Breitling Emergency watch dle-horsepower vintage aircraft would tetraethyl lead fuel additive left in with ELT). actually be better off with one of the the world, serving only 1/10 of 1 This of course is in direct confl ict currently available specifi cations for percent of all blended fuels in this with FAA Rule 14 CFR Part 91.207, unleaded aviation fuels, our friends country, and you begin to realize which requires you to have an op- with high-horsepower engines would the need to move forward with this erational ELT on board your U.S.- be put in a diffi cult position, with de- initiative. Let’s all hope for the best. registered civil aircraft regardless of rated engines or worse. I like to think that we have not yet the operating frequency of 121.5 or It appears that the struggle con- found that chemical engineer with the updated 406 MHz. Although this tinues. Along the way I have become the talent to see this issue resolved. new FCC ruling was written to take aware of a number of relevant factors Industry leaders are now lament- effect 60 days after publication, EAA that I was totally ignorant of that you ing the fact that “leadership by the is busy working with other aviation may fi nd interesting. We are all aware FAA is vital at this juncture in or- associations to remedy these confl ict- of the issues surrounding the need to der to remove any unnecessary or ing rules. As of July 13, the proposed find an alternative fuel for our vin- outdated hurdles,” and “Such hur- regulation had not been published in tage flying machines, but I was to- dles could delay the development the Federal Register, so the 60-day clock tally rolled back on my heels when and delivery of new products and had not begun. Because of the atten- I learned that 100LL makes up only should be removed if they provide tion brought to bear on this proposed 1/10 of 1 percent of all the refi ned fu- no safety benefi t.” rule change by industry and govern- els in this nation. So you can easily For more on this subject, I’d sug- ment agencies like the FAA and the imagine why the need for the fuel in- gest reading the Advocacy Update on U.S. Small Business Administration, dustry to heavily invest in a solution page 10 of the August issue of EAA publication has been delayed as the isn’t high on its radar. Sport Aviation; EAA has long been ac- FCC re-evaluates the situation. The EPA has actually been success- tive in the research related to fuels, In an attempt to better educate my- fully sued by environmentalists who and it intends to continue to be pro- self on the latest developments with continue to demand that the EPA en- active in helping the industry fi nd a a non-leaded alternative to 100LL, I force the rules and get the lead out solution that works. We’ll continue to have managed to learn a little about of aviation fuels. The FAA has only monitor both these situations along this important issue and how the in- recently engaged itself in the fray, and with our friends at EAA, and we’ll dustry continues to struggle to find it has gotten busy with evaluating the keep you posted. that ever elusive silver bullet to resolve hundreds of alternative blends for- this matter. Nearly all of you know mulated to address all of the technical AIRPLANE AUGUST Vol. 38, No. 7 2010 CONTENTS IFC Straight & Level Keeping abreast of issues by Geoff Robison 2 News 4 Aeromail 6 The Sensuously Svelte Ryan SCW The Larson family’s fl ying legacy by Sparky Barnes Sargent 6 15 How to Tie the Seine Knot! Don’t let that pesky little knot drive you insane by Bob Whittier 18 Life and the Zen of the Stinson How an airplane weaves its way into many lives by Budd Davisson 26 Light Plane Heritage The Allen A-4 Lightplane by Jack McRae 29 The Vintage Mechanic Structural alignment by Robert G. Lock 34 The Vintage Instructor The lost art of slips by Steve Krog, CFI 36 Mystery Plane 18 BONNIE KRATZ by H.G. Frautschy 39 Classifi ed Ads 40 A Different Perspective STAFF The right seat EAA Publisher Tom Poberezny by S. Michelle Souder Director of EAA Publications Mary Jones Executive Director/Editor H.G. Frautschy COVERS Production/Special Project Kathleen Witman Photography Jim Koepnick FRONT COVER: With the translucent turquoise waters of the Gulf of Mexico below, father/son Bonnie Kratz team Brad and Glenn Larson cruise along in Brad’s 1938 Ryan SCW, which he purchased in 1952. Copy Editor Colleen Walsh Read Sparky Barnes Sargent’s story starting on page 6. EAA photo by Chris Miller, photo plane fl own by Bruce Moore. Publication Advertising: Manager/Domestic, Sue Anderson BACK COVER: The Stinson 108 series has been a favorite of generations of pilots since their production in the 1940s. Each seems to weave in and out of people’s lives as the airplanes move Tel: 920-426-6127 Email: [email protected] from caretaker to caretaker. NC6865M is one of those aircraft, and in Budd Davisson’s article Fax: 920-426-4828 starting on page 18 you can read more on its journey and the people who have come along for the Manager/European-Asian, Willi Tacke ride. EAA photo by Jim Koepnick, photo plane fl own by Bruce Moore. Phone: +49(0)1716980871 Email: willi@fl ying-pages.com Fax: +49(0)8841 / 496012 Coordinator/Classifi ed, Lesley Poberezny Tel: 920-426-6563 Email: [email protected]
VINTAGE AIRPLANE 1 VAA NEWS
JAY TOLBERT Arlington Fly-In Visitors to the Arlington Fly-In got a real treat Thursday, July 8, as a Boeing 787 Dreamliner made a fl y-by to provide an exciting opening to the afternoon air show. The airplane, still undergoing test fl ights, made two low passes before the cheering crowd. The fly-in started Wednesday, July 7, and unlike some past years, Mother Vintage Aircraft Online Nature was extremely cooperative. “We’re having a wonderful run of incredible Last year we launched the online weather,” said fly-in Executive Director Barbara Tolbert. The fly-in, which ran publication Vintage Aircraft Online, through Sunday, July 11, featured everything from hot-air balloons and radio- and it immediately became popular controlled aircraft to the most modern naval jets. with thousands of our members and One of the newest attractions on the Arlington landscape is the Antique enthusiasts. Like Vintage Airplane Airplane Barnstormers Barn in the Vintage Aircraft area. EAA Manager of Field magazine, there’s always a need for Relations Ron Wagner described the project as one highlighting the ingenuity interesting material to share with the of EAAers through and through. “One person cut down the trees from his land, membership. If you have something and a portable milling machine was brought in to cut the boards. Then they were you’d like to contribute, please drop dried with fans. Volunteers put it together in four different sections. Since it’s located on airport property, the sections make it easier to move before and after us a line via e-mail at vintageaircraft@ the event. It’s really neat—all built by volunteers at little cost to the fl y-in.” eaa.org. Perhaps you have a batch of The Barnstormers Barn Red Barn is a part of the newly renovated Vintage Air- 10-15 photos of a fl y-in, a project or craft area, which by all accounts was very well received. Vintage Day was Friday, how-to that would be great to share July 9, where in addition to historic aircraft, there were vintage cars and living- in a slideshow, or a few pictures and history re-enactors in period costume. Featured inside the barn were items from a write-up about your local vintage the Skagit Aero Education Museum of Concrete, Washington. aircraft–oriented event. If you think For more information on the fl y-in and the Barnstormer’s Red Barn project, it would be of interest, send it along! visit the Arlington Fly-In’s website at www.ArlingtonFlyIn.org. Honoring EAA’s 2010 Vintage Aircraft Association Hall of Fame Inductee: Morton Lester EAA will welcome and honor five new members to its Halls of Fame on October 29, 2010. All EAA members are invited to attend the induction ceremony and dinner that evening in the EAA AirVenture Museum. For tickets, please call 800-236-1025. The inductees in the following areas are: Ultralights, John Bal- JOHN EASTEP lantyne; International Aerobatic 2 AUGUST 2010 Club, Jimmy Franklin; Warbirds of America, Harold D. “Hal” Weekley; and Homebuilders, Dean Wilson. These inductees capture the spirit of EAA and its community. CALL FOR VINTAGE AIRCRAFT ASSOCIATION VAA’s inductee is Morton Les- ter (VAA 14) of Martinsville, Virginia. Mor- ton learned to fly from his father, the owner .OMINATE YOUR FAVORITE AVIATOR Nominations FOR THE MUST HAVE OCCURRED BETWEEN AND THE of his home- %!! 6INTAGE !IRCRAFT !SSOCIATION (ALL OF PRESENT DAY (IS OR HER CONTRIBUTION CAN BE town’s first &AME ! GREAT HONOR COULD BE BESTOWED UPON IN THE AREAS OF mYING DESIGN MECHANICAL OR airport. Over THAT MAN OR WOMAN WORKING NEXT TO YOU ON AERODYNAMIC DEVELOPMENTS ADMINISTRATION YOUR AIRPLANE SITTING NEXT TO YOU IN THE CHAP WRITING SOME OTHER VITAL AND RELEVANT lELD OR the years, he Morton Lester TER MEETING OR WALKING NEXT TO YOU AT %!! ANY COMBINATION OF lELDS THAT SUPPORT AVIA owned many !IR6ENTURE /SHKOSH 4HINK ABOUT THE PEOPLE TION 4HE PERSON YOU NOMINATE MUST BE OR aircraft, ranging from modern IN YOUR CIRCLE OF AVIATION FRIENDS THE MECHAN HAVE BEEN A MEMBER OF THE 6INTAGE !IRCRAFT Bonanzas to vintage Wacos. Mor- IC PHOTOGRAPHER OR PILOT WHO HAS SHARED IN !SSOCIATION AND PREFERENCE IS GIVEN TO THOSE NUMERABLE TIPS WITH YOU AND WITH MANY OTH WHOSE ACTIONS HAVE CONTRIBUTED TO THE 6!! IN ton also restored many prototypes ERS 4HEY COULD BE THE NEXT 6!! (ALL OF &AME SOME WAY PERHAPS AS A VOLUNTEER A RESTORER and one-of-a-kind racing aircraft INDUCTEEBUT ONLY IF THEY ARE NOMINATED WHO SHARES HIS EXPERTISE WITH OTHERS A WRITER that he later donated to museums, 4HE PERSON YOU NOMINATE CAN BE A CITIZEN A PHOTOGRAPHER OR A PILOT SHARING STORIES PRE including the Crosby CR-4 and OF ANY COUNTRY AND MAY BE LIVING OR DECEASED SERVING AVIATION HISTORY AND ENCOURAGING NEW HIS OR HER INVOLVEMENT IN VINTAGE AVIATION PILOTS AND ENTHUSIASTS the Keith Rider Jackrabbit. Instrumental in the creation To nominate someone is easy. It just takes a little time and a little reminiscing on your part. of the Virginia Aviation Museum, s 4HINK OF A PERSON THINK OF HIS OR HER CONTRIBUTIONS TO VINTAGE AVIATION Morton was an early member of s 7RITE THOSE CONTRIBUTIONS IN THE VARIOUS CATEGORIES OF THE NOMINATION FORM EAA/VAA Chapter 3 and has served s 7RITE A SIMPLE LETTER HIGHLIGHTING THESE ATTRIBUTES AND CONTRIBUTIONS -AKE COPIES OF as its president several times. He NEWSPAPER OR MAGAZINE ARTICLES THAT MAY SUBSTANTIATE YOUR VIEW s )F YOU CAN HAVE ANOTHER PERSON COMPLETE A FORM OR WRITE A LETTER ABOUT THIS PERSON also served on the board of direc- CONlRMING WHY THE PERSON IS A GOOD CANDIDATE FOR INDUCTION tors for what is now the Vintage Aircraft Association, as well as the Mail nominating materials to: 6!! (ALL OF &AME %!! 6INTAGE !IRCRAFT !SSOCIATION board of directors of the EAA Avia- 0/ "OX tion Foundation. /SHKOSH 7) Remember, your “contemporary” may be a candidate; nominate someone today! Enroll in an EAA Webinar! &IND THE NOMINATION FORM AT www.VintageAircraft.org OR CALL THE 6!! OFlCE FOR A COPY Join the thousands of people OR ON YOUR OWN SHEET OF PAPER SIMPLY INCLUDE THE FOLLOWING INFORMATION who have participated in free EAA s $ATE SUBMITTED webinars (web-based seminars). s .AME OF PERSON NOMINATED All you need is a computer and a s !DDRESS AND PHONE NUMBER OF NOMINEE s % MAIL ADDRESS OF NOMINEE broadband Internet connection to s $ATE OF BIRTH OF NOMINEE )F DECEASED DATE OF DEATH receive live streaming interactive s .AME AND RELATIONSHIP OF NOMINEES CLOSEST LIVING RELATIVE multimedia programs at home. s !DDRESS AND PHONE OF NOMINEES CLOSEST LIVING RELATIVE Upcoming episodes include s 6!! AND %!! NUMBER IF KNOWN .OMINEE MUST HAVE BEEN OR IS A 6!! MEMBER s 4IME SPAN DATES OF THE NOMINEES CONTRIBUTIONS TO VINTAGE AVIATION “Airpark Living—Dream or Di- -UST BE BETWEEN TO PRESENT DAY saster?” with Ben Sclair, August s !REAS OF CONTRIBUTIONS TO AVIATION 26; and “Building the Buttercup,” s $ESCRIBE THE EVENTS OR NATURE OF ACTIVITIES THE NOMINEE HAS UNDERTAKEN IN AVIATION TO with Earl Luce, September 14. BE WORTHY OF INDUCTION INTO THE 6!! (ALL OF &AME s $ESCRIBE ACHIEVEMENTS THE NOMINEE HAS MADE IN OTHER RELATED lELDS IN AVIATION (All start at 7 p.m. Central and s (AS THE NOMINEE ALREADY BEEN HONORED FOR HIS OR HER INVOLVEMENT IN AVIATION ANDOR THE last about an hour.) Sign up for CONTRIBUTION YOU ARE STATING IN THIS PETITION )F YES PLEASE EXPLAIN THE NATURE OF THE these and other webinars at www. HONOR ANDOR AWARD THE NOMINEE HAS RECEIVED EAA.org/webinars. And view previ- s !NY ADDITIONAL SUPPORTING INFORMATION s 3UBMITTERS ADDRESS AND PHONE NUMBER PLUS E MAIL ADDRESS ous webinars on the EAA video s )NCLUDE ANY SUPPORTING MATERIAL WITH YOUR PETITION player, www.EAA.org/video—just click on the “Webinars” tab. VINTAGE AIRPLANE 3 Regards, Jim Gorman AEROMAIL Mansfi eld, Ohio Jim’s right; I misidentified it when writing the caption—the fault is entirely my own, not author Henry Holden’s. Jim Gorman fl ew the C-47 during his mili- tary service during World War II, and Send your comments and questions to: later he became very active in the pres- VAA, Letters to the Editor ervation of the Beech Staggerwing se- P.O. Box 3086 ries of aircraft. He and his wife, Marge, Oshkosh, WI 54903-3086 have been active pilots for more than Or you can e-mail them to: [email protected] 65 years, and they were recently pre- sented with Wright Brothers Master Pi- Douglas DC-2 attention to those unnamed and un- lot awards by the FAA.—H.G. Frautschy I was reading through the April sung volunteers of the Douglas His- issue of Vintage Airplane (another torical Foundation that restored this Emma Browning excellent issue), and the insert on aircraft. Without their efforts, Mr. Mrs. Emma Browning, former page 3 regarding the Douglas DC-2 Lacy would not have the opportunity owner and operator of Browning joining the Oshkosh DC-3 celebra- of bringing the last airworthy DC-2 Aerial Service on Robert Mueller tion caught my eye. It has also to Oshkosh this summer. Airport in Austin, Texas, passed prompted this letter. Keep up the great work on Vin- away at the age of 99-1/2. While Clay Lacy is an aviation tage Airplane. Born on October 26, 1910, luminary and has made signifi cant Regards, in Eastland, Texas, she took her contributions to the aviation in- Hayden Hamilton first plane ride in 1929. In 1930, dustry over the years, I wish to take AAHS Managing Editor, she met and later married Robert exception to the statement that VAA 714656 M. Browning, an original barn- he “was the driving force behind stormer. She obtained her pilot’s the airplane’s restoration.” I’ve en- We appreciate Hayden taking the certificate in 1939. Together they closed an article that appeared in time to set the record straight on Cap- moved to Austin and opened the AAHS Journal, Vol. 52, No. 4, tain Lacy’s level of involvement in the a school to train military pilots. Winter 2007, detailing the history DC-2; we look forward to publishing An original founding member of of this aircraft. more on this remarkable restoration NATA (National Air Transportation The real credit for the rescue and in a future issue of Vintage Airplane. Association), she operated an FBO restoration of this aircraft should —H.G. Frautschy business for over 60 years, serving go to the volunteers of the Douglas airline, business, and private air- Historical Foundation and many Horsa, Not a Waco craft. Mrs. Browning was inducted retired McDonnell Douglas em- into the Texas Aviation ployees that brought a derelict air- Hall of Fame in 2005. frame back to airworthy condition. Emma met and knew Mr. Lacy was never a member of Charles Lindbergh and the Douglas Historical Foundation, Amelia Earhart. Amelia nor a contributor to that group to spent the night in the my knowledge or that of former Browning home when members I have queried. her Autogiro broke I have no knowledge as to the iden- down. When Lind- tity of the businessman who purchased bergh’s plane broke, he the aircraft from the Santa Monica Mu- asked to borrow a plane seum of Flying after its closure and who from the Brownings. donated it to the Museum of Flight. Mrs. Browning replied, I know that Mr. Lacy was responsible I don’t want to be picky, but that “Charlie, we don’t loan airplanes; we for the “refurbishment,” which funda- is a Horsa glider, not a CG-4 [on rent airplanes.” mentally involved installing certifi ed page 20 of the June issue]. A mentor to many, she will be airworthy engines and performing an I remember towing both, and the truly missed. airworthy fl ight inspection. Horsa was about all a C-47 could Mike Fooshee, The purpose of this note is to call handle when loaded! Capt., Southwest Airlines (Retired) 4 AUGUST 2010 The stamp and two photos by Lassi Being a retired airline pilot, tory and to honor those who have Tolvanen of the former Finnish Air- I have flown it since then as a fl own and maintained it since its lines DC-3/C-47. hobby. We operate it on club ba- birth in 1942. sis, i.e., membership in the club Sincerely, Finnish DC-3 being a requisite to board the Kari I. Heikkala Much has been written about plane. Our purpose is to keep the VAA 20948 the DC-3, and the series article of plane in airworthy condition as P.S. It is our plane on the stamp! Mr. Holden in your magazine was a piece of Finland’s aviation his- very welcome. The June issue arrived only yes- terday in this corner of the world, but already the two fi rst parts led me into temptation to brag about the plane we are flying here in Finland. It must be—it is—the most beautiful example fl ying in Europe! Picture proof enclosed! Our ship is s/n 6346 of a batch of 17 ordered by Pan Am. It went, however, straight to military ser- vices as a C-52C and served eventu- ally in the European theater of op- erations. After the war it was bought by AERO Oy—later Finnair—and flew there until 1966. It then flew for 16 years in the Finnish air force before being purchased by Airvet- eran Oy in 1986.
Flight Comes ALIVE!
VINTAGE AIRPLANE 5 Sensuously the
Ryan SCW CHRIS MILLER
6 AUGUST 2010 Svelte
The Larson family’s flying legacy
BY SPARKY BARNES SARGENT
The svelte silhouette of the 1938 Ryan surprise that Brad Larson, an EAA member SC-W145’s streamlined fuselage, accen- since 1965, has been caretaker for NC18912 tuated by its shapely rudder and finely (s/n 206) for 58 years now, and counting. tapered wings, is a distinctive example He personally completed its 10-year res- of aircraft artistry from the late 1930s. toration in 1962, when he was 47 years Viewed from virtually any vantage point, old. He’s 95 now and still enjoys fl ying it this Warner-powered Ryan Sport Coupe is with his son, Glenn—especially to a fl y-in, one magnificent flying machine. It’s no where other folks can enjoy it as well.
VINTAGE AIRPLANE 7 NC18912 was originally equipped with a wooden Hartzell propeller and a 145-hp Warner. It now has a 165-hp Warner and an Ole Fahlin propeller.
CHRIS MILLER
Ryan Aeronautical Company per Scarab was installed. Thus the Hailed this New Era Cabin Plane! The Sport Coupe, or SC, was con- prototype became an SC-W145 . . . Ryan S-C was a whole show in ceived by T. Claude Ryan, founder (NC17372) under ATC No. 658 on itself. The air-wise flocked to the of Ryan Aeronautical Company October 31, 1937. (This airplane is only new design in production that at Lindbergh Field in San Diego, now on display at Pioneer Airport was shown. With its sleek modern California. By the late 1930s, the at the EAA AirVenture Museum.) metal construction, with vision company was already known for its The SC-W was revolutionary in never before obtained in a cabin tandem-seat, open-cockpit, Menas- the era of primarily tube-and-fabric plane, the new three-place Ryan co-powered Ryan ST (Sport Trainer) construction methods and easily S-C ‘stole the show’ at Chicago. and Ryan STA (Aerobatic). In early attracted ardent admirers due to its Beautiful to look at, beautiful to 1937, Approved Type Certificate striking appearance, precision all- handle, all agreed that the S-C com- (ATC) No. 651 was issued for Ry- metal construction, and overall re- bines more advanced features than an’s SC-150 prototype (NX17372, sponsive performance. A full-page any other plane in its fi eld.” The ad s/n 201), as powered by a 150-hp ad in the March 1938 issue of Aero further heralded the features of the Menasco. But after flight tests, Digest proclaimed the Sport Coupe’s airplane by stating: “Like modern the Menasco was removed and a popularity at the trade show in Chi- airliners, built for comfort, security seven-cylinder 145-hp Warner Su- cago: “Crowds and More Crowds and performance, the S-C com- 8 AUGUST 2010 and heavy aluminum sheet. The distinctive cantilever wings span 37 feet 6 inches. Aircraft historian and author Joseph Juptner describes the wing construction as being “… a type of monospar wing wherein the single hollow spar beam formed the first third of the wing’s front edge as a monocoque all-metal box; the wing ribs cantilevered from the spar’s rear face to the trailing edge. The forward third of the wing was covered with “Alclad” (24ST) metal sheet, and the rear 2/3 portion was covered in fabric.” (U.S. Civil Air- CHRIS MILLER craft, Volume 7) Brad Larson and his son, Glenn, with Brad’s favorite airplane. The chord at the wing root mea- sures 99 inches, which dramatically tapers down to only 26 inches at the wingtip. The detachable, rounded wingtips are also made of alumi- num. The fabric-covered ailerons have a static and dynamic counter balance, and the rudder, elevators, vertical stabilizer, and strut-braced horizontal stabilizers are also fab- ric-covered. The airframe measures 25 feet 5 inches from nose to tail, and stands 7 feet tall on its widely spaced main gear (97-inch tread). As powered by the 145-hp War- ner, its empty weight is 1,345 pounds, and its gross weight is 2,150 pounds. With a fuel burn of 9.5 gph and a capacity of 37 gal- H.G. FRAUTSCHY Brad Larson (left) and David Russell Williams stand in front of Brad’s lons, the Ryan SC-W145 offers a Ryan when the two SCW owners visited the Grass Roots Fly-In in 2008. range of around 450 miles, while cruising in the neighborhood of 135 bines the advantages of low wing heat and ventilation ducts. If addi- to 140 mph. Its maximum speed is design and metal construction. … tional fresh air was desired, the can- 150 mph. One particularly unusual Its maneuverability is amazing; its opy could be opened during fl ight. feature of the SC-W is its perforated response to the controls uncanny. Yet only 12 Ryan SC-Ws were center-section belly fl ap (air brake) Professional and amateur pilots produced before World War II be- with a total area of about 5 square alike pronounce it the easiest ship gan in 1941. The company abruptly feet. The air brake can be extended to fly in America. Inherent stabil- switched its focus from the light- 35 degrees while flying 108 mph ity permits protracted flying with plane and sportsman market to or less; landing speed with the air hands or feet off the controls.” producing military primary trainers brake extended is 45 mph—other- The SC-W featured side-by-side (PT series). After the war, Ryan pur- wise, it’s 55 mph, and air-oil shock adjustable seating in the front, chased the rights to North Ameri- struts facilitate soft landings. with a third seat in the back. Pilot can Aviation’s Navion, re-entering and passengers entered the sound- the lightplane market. Of the dozen Lifetime of Flying proofed cabin from the wing walk. SC-Ws manufactured, nine are cur- When he was young, Brad Lar- After effortlessly sliding the canopy rently listed on the FAA Registry. son’s interest in aviation was sparked aft along its ball-bearing tracks, they by a friend’s Jenny. He embraced his easily lowered themselves into the Specifi cations and Construction fi rst airplane restoration while still SC-W’s neatly appointed cabin, with The SC-W’s monocoque fuselage in his teens; in 1931 he bought a its soft leather seats and individual is composed of formed bulkheads 1925 Henderson-powered Dormoy VINTAGE AIRPLANE 9 (designed and built by Etienne Dor- moy, who also built the 1924 Dor- moy Bathtub). Brad recalls that the Glenn shows how to 1925 model was an improved ver- activate… sion with fabric covering, and it had placed second and third in the 1925 …the perforated drag fl ap National Air Races. Naturally, Brad mounted below the cockpit. was excited to have the opportunity to restore the airplane, and after covering the fuselage and wings, he installed a low-powered Indian mo- torcycle engine on it, instead of the PHOTOS CHRIS MILLER costlier 20-hp Henderson engine. It was perhaps his fi rst practical lesson about horsepower and airplanes; the small Indian simply didn’t generate enough power to even lift the ship off the ground. In 1932-1933, Brad learned to fl y in a 1931 tandem-seat, open-cockpit, pusher airplane that few today have seen aloft. “Three of us bought a Curtiss Junior, and I learned to fl y in that,” Brad recalls. “I flew an Aeronca C-3 quite a bit, and had a couple of Cubs.” Although he has logged numerous hours in several aircraft logbooks, he has never to-
CHRIS MILLER
10 AUGUST 2010 PHOTOS CHRIS MILLER
The cockpit of the Ryan is best described as “well-loved” and careworn. While not a showplane, its worn instrument panel paint highlights the fact the Ryan has never been a hangar queen. Over the decades Brad Lar- son has fl own the aircraft from coast-to-coast on numerous occasions. taled his hours of lightplane fl ying. couple of Bonanzas, and another He later began his aviation ca- Curtiss Junior, and he still owns an reer as an aircraft mechanic. He award-winning Cessna Airmaster would go on to become a pilot for on fl oats. When asked what his fa- Northwest Airlines, and eventually vorite airplane is, he fl ashes a hand- he started training other pilots and some, knowing smile and happily giving them their six-month check responds, “The Ryan SC-W.” fl ights and type ratings. The latter NC18912 was featured on the was a challenging yet rewarding cover of the March 1975 issue of Air merely half-deployment of the per- role that he fulfilled for 15 years. Progress, in which Budd Davisson’s forated belly flap, and the aircraft’s Throughout his career, Brad’s inter- corresponding pilot report was pub- excellent visibility. Additionally, he est in lightplanes never wavered— lished. Davisson was impressed with wrote, “The long-span ailerons give he’s owned a variety of airplanes, the airplane’s 800 fpm climb, the a quick response, but the same large including a Taylorcraft on fl oats, a impressive deceleration obtained by ailerons that give quick roll rates also VINTAGE AIRPLANE 11 make stick forces on the heavy side. But the airplane is nimble.” (The en- tire pilot report is available at www. Airbum.com.) Bombs Away! This particular Ryan has some interesting history. “During World War II, our plane was used as an anti- submarine dive bomber from the eastern United States’ coastal waters down to the Florida coast. The doc- tor who owned the SC-W at that time had named it Honey Child, and he loaned it to the Civil Air Patrol,” shares Glenn. More detail about this Photo of NC18912, with its bomb attached during its anti-submarine facet of the Ryan’s history is revealed patrol days. by the aircraft records, which include the Supplement to Aircraft Operation Record (Form 309), dated Septem-
PHOTOS COURTESY BRAD LARSON ber 12, 1941. This form states that Ryan SC-W-145 (s/n 206), with Civil Aeronautics Administration (CAA) identification mark NC18912, was authorized for the following addi- tional operation: “May carry speci- fied bomb load, only under direct orders of the proper military au- thorities. Operation Limitation – No persons other than bona fi de mem- bers of the crew may be carried with bomb installed.” The new weight schedule of the airplane accounted for the bomb shackle and installa- tion weight of 8 pounds and the 100-pound weight of the bomb. This confidential paperwork was signed by G.G. McElravy, senior aircraft in- spector, and dated May 28, 1942. The following year, a CAA Repair and Alteration Form showed that then- current owner Robert Silverman of Pennsylvania had the bomb shackle and release removed from the air- craft as of September 1, 1943. Glenn also shares that NC18912 “was once flown by Gen. Jimmy Doolittle, and this airplane was featured in the Hollywood movie Wake Island as a Japanese Zero.” [This 1942 Paramount Pictures’ movie received four Oscar nomina- tions.] “Plus, the airplane is fully aerobatic—there used to be a guy (‘Dee’ Barnard) from Michigan who Young Brad Larson, with his 1925 Dormoy—he’s re-covered the fuselage, did air shows in another SC-W installed the Indian motorcycle engine, and is ready to attach the wing. (NC18914) back in the 1960s.” 12 AUGUST 2010 Chain of Ownership The following is an en- Ryan Aeronautical Company’s chief engineer, Millard C. Boyd, lightening firsthand accountt signed the Manufacturer’s Affida- of the manufacturing tech- vit of Conformity for s/n 206, SC- W145 on April 12, 1938. Two days niques used for the Ryan SC later, the airplane was sold to its models, as published in the first owner—Warner Aircraft Cor- December 15, 1937, issue poration of Detroit, Michigan. In September 1940, Richard Booth of The Sportsman Pilot: Wallace of Bloomfi eld Hills, Michi- gan, sold it for $2,500 to Herman The appearance of the new metal Neuweiler of Allentown, Pennsyl- Ryan Warner- and Menasco-powered vania. Neuweiler sold it for $3,500 in January 1942, and Robert Sil- cabin planes (SC-145W and SC-150 verman of Philadelphia became respectively) has created added the new owner. Other owners in- cluded William Cherney and Du- interest in the pioneering metal- pree Wooten of Chicago, Rex Short working practices developed by T. of Michigan, and Gordon Haase of Claude Ryan in the interests of mass produc-roduc- Appleton, Wisconsin. Haase sold it to Fliteways in September 1948, and tion of aircraft. it sold it the following month to Describing the processes worked out, William Wagner, of Ryan Aeronautical Company, Paper Cities Flying Service, also of Wisconsin. In April 1949, Northern reports that in making … “The new S-C cabin plane, a full-scale plaster model was con- School of Aviation of Marquette, structed in great detail following completion of the wooden ‘mock-up.’ After designers and Michigan, bought NC18912. It sold it in October 1951 to the Marsh- engineers were satisfied that desired results would be obtained, individual plaster of Paris fi eld Aero Club of Wisconsin. molds of the contours were taken from the original mock-up. The following July, the Ryan “These were developed into zinc dies which were poured into sand molds whose shapes SC-W changed hands yet again— this time, it went to Brad Larson of were reproductions of the various sections of the mock-up. These dies are carefully cast Minnesota. The SC-W hadn’t been and require but little polishing and grinding to give the precision contour required. The advertised; in fact, it had been dis- assembled and was collecting dust punch, or upper portion of the die, was then cast in lead on top of the zinc die. With the die in storage. “I found it back in a in place and hammer working, it has been possible to stamp into the desired forms uniform hangar,” recounts Brad, “when I was trying to sell my civilian How- metal sheets with precision on a quantity basis. ard—NC22424, the Shell Oil How- “Before assembly, all sheets are fi nished and all holes drilled for rivets by the use of Ryan ard—to a fellow for around $2,300. ‘nesting’ type steel templates. These master templates eliminate all layout work on individual I saw this airplane all in parts in the back, and said, ‘What’s that?’ He parts, several hundred being used with one for practically every part in the plane. told me, ‘That’s a little Ryan Sport “When all parts are thus stamped by precision metal dies and completely finished to Coupe model.’ I said, ‘Throw all that junk in with it, and it’s a deal.’ the same degree of accuracy, all units fit together and assembly becomes an exact and I had never fl own a Ryan SC-W be- rapid operation. So accurately do the component parts coincide that there are but ten fore, but I did have a ride in one.” principal points which must be determined by jigging—the three wing fittings at both wing Restoration roots and the four engine mount fittings. Delighted with his fi nd, Brad set “With the exception of the engine installation and associated equipment, there is no about the process of personally re- storing it during the next 10 years. structural difference between the Menasco- and Warner-powered Ryan S-C models. Thus, Prior to the Ryan project, he had both in-line and radial engine proponents have available the same production airplane. already restored a few airplanes, in- cluding the early Dormoy, a Piper “Ryan is tooled and in production at present in moderate volume, and when a market Cub, and a Rearwin Cloudster. of large volume is developed the company is ready to turn out planes on a quantity basis.” Glenn was a young child at the VINTAGE AIRPLANE 13 my older brother, Paul, also enjoys flying it with my dad. All three of us fly—or have flown—for North- west Airlines. My dad went from the Gullwing Stinson to the 747, and I haven’t retired yet. We’d all fly the Ryan to Rockford or Osh- kosh, and to the Antique Airplane Association fly-in in Ottumwa, Iowa. My dad used to live in Santa Paula, California—where he rebuilt the Cessna Airmaster—and we’ve fl own all over the country.” Glenn chuckles and shares that his most memorable—but not his most pleasant—flight in the Ryan took place in December 2009. “I left Flying Cloud Airport in Minne- apolis when it was 5 degrees below zero, to bring it to Florida. They had a big snowstorm up there, and I pushed it out of the hangar and immediately all the windows Sixteen-year-old Brad Larson (right) and his best friend, Karl Jessup, with frosted up. I took a credit card and the Dormoy prior to restoration. a rag and cleaned the windows— I had no heat in the airplane and time, and he remembers watching lation had been previously accom- didn’t warm up until I got down as the Ryan take shape under his fa- plished for Ryan s/n 208, and that far as Nashville!” ther’s skillful hands. “It was like a paperwork facilitated the required Brad patiently and painstakingly playground to me, and I used to sit fi eld approval for Brad’s installation. hand polished the Ryan before he inside it. I was the only kid in town He overhauled the engine himself, and Glenn flew it over to Sun ’n with a real airplane in the base- and reflects that “all kinds of parts Fun from Sarasota. While the Lar- ment,” Glenn says, laughing. “Later were available at that time.” He sons have attended the fly-in nu- on, I did all the riveting in the back doesn’t recall encountering any ma- merous times, this was their first of the tail, because I was the smallest jor challenges along the way and time being there with an older res- and could get back in there. My dad completed the restoration in 1962. toration. “People still like to look at restored the Ryan to enjoy and fly A couple of years later, he modifi ed it,” says Glenn, smiling. “And we anywhere; not to put in a museum.” the instrument panel to accommo- don’t judge the plane by whether After the aircraft had been stripped date a new radio installation and it has the correct head on the screw of its wing and tail fabric, and all the converted the tail wheel to make it or the right nut; we look at the grass metal parts were cleaned, Brad in- full-swiveling and steerable. Since that’s trampled down around the spected the components and found NC18912’s restoration was completed, airplane, from where people have them to be in good condition and the airplane has been fl own fairly reg- walked all around it, looking at it!” ready for covering and assembly. He ularly and has always been hangared. Brad chimes in, “That’s the way to re-covered the control surfaces, and hand out the awards!” the wings were re-covered with Grade Larson’s Legacy The judges were among those A cotton and butyrate dope, installed The Larson family has logged who trampled a well-worn grass all new modern hardware and new around 1,800 hours on the SC-W outline around the 1938 Ryan Plexiglas windows, replaced the elec- since the early 1960s, and the air- SC-W this spring; the Larsons were trical wiring, and reupholstered the plane has endeared itself to these presented with a well-deserved cabin interior. New tires and tubes aviators. After all, Glenn explains, Bronze Age Preservation Award for were installed, the gas and oil tanks “It’s the first plane I ever flew! He their efforts in maintaining the air- were in good condition, and the two- got me so I could do the basics in plane all these years. Thanks to the piece engine cowling was repaired. this; then I went to Nelson-Ryan Larson family’s flying legacy, we Instead of going with the original Flight Service in Minneapolis and can all enjoy savoring the distinc- 145-hp Warner, he opted to install learned to fly. The SC-W has basi- tive silhouette of this sensuously a 165-hp Warner—a similar instal- cally been our family airplane, and svelte Ryan SC-W. 14 AUGUST 2010 How to Tie the Seine Knot! Don’t let that pesky little knot drive you insane
BY BOB WHITTIER published in EAA Sport Aviation August 1966
You may have heard an exasper- confused. I even tried it on an FAA ated military man exclaim, “There man, and he could not follow it! are three ways to do a thing—the So for the sake of EAA members right way, the wrong way, and the working on their projects in places Army way!” from Medford, Massachusetts, to And there must be truth in it, if Medford, Oregon, I wished to se- the seine knot is any example. cure for publication a set of step- For as long as there have been by-step pictures showing exactly civil aviation regulations, the seine how to do this knot. A letter to the knot has been specifi ed by the gov- maintenance branch of the FAA ernment for securing the loops of in Washington brought the reply cord that lace wing fabric to the that no, it had nothing like this ribs and keep it from fl uttering and available; it had never had anyone lifting from the ribs. The FAA speci- complain that the standard seine fi ed it, and before it the CAA speci- knot drawing was hard to follow. fi ed it, and long before it, the early Of course any grassroots mechanic Bureau of Air Commerce specifi ed could have told the FAA that the JIM KOEPNICK it. The seine knot goes way back. reason was most mechanics learned Refer now to Figure 1, which is to tie the knot from other mechan- taken from a government manual. ics, and anyway, a lot of them have Looks pretty simple, does it not? their own pet knots. That’s what everyone thinks. Well, So, I went to the library and make up a small dummy wing or looked into every book I could fi nd take a control surface. Give this, on knots, seamanship, and fi shing. along with a rib-stitching needle Not one of them mentioned the and cord, to some chap who has seine knot. I wrote to leading cord- never done rib stitching, and ask age manufacturers, and would you him to teach himself to tie the believe it, their knot experts had seine knot. After trying and trying never heard of it either! to do the seine knot from this illus- The only thing left to do was to tration, the fellow may no longer go to the wonderful aeronautical be sane! library at Massachusetts Institute I tried this myself. I put these of Technology and look through items into the hands of pilots who aviation mechanical books going can remember the valve tappet back through the years. It quickly clearance of the OX-5; they had became apparent that each and ev- forgotten just how the seine knot Figure 1. Offi cial diagram of how ery such book back to World War goes, and this diagram got them all to tie the seine knot. I reprinted essentially the same VINTAGE AIRPLANE 15 diagram as in Figure 1! Obviously, it was ideal for lacing fabric to the At any rate, the time-honored each author had merely taken it for ribs of Bleriots and Voisins, and it drawing in Figure 1 contains two granted that the knot was easy to came to the United States prior to things that are most confusing tie as sketched and reprinted the World War I along with the linen and omits one thing that is vital, old drawing perfunctorily. I suspect then used for aircraft covering. The which is why persons who have now that this evasive seine knot Army then may have adopted it as never been shown how to tie the might have originated among the standard and started it on its way. seine knot can find it frustrating. fi shermen of the French coast; then This is only conjecture of course, First, this diagram shows the knot some early aviation pioneer found but it’s a logical theory. being tied from the top down,
Figure 2. After being pushed down through the covering on one side of the rib and pulled up on the other Figure 4: The needle is run under the cord that lies along the rib side, the needle is passed under the between the two knots, then over and under again. section of cord lying along the rib.
Figure 3: All the lacing cord on the free end is pulled through (coiled here for photographic clarity), and the cord at the needle is pulled taut, snugging the loop that has been made around the rib. Figure 5: One picture’s worth 1,000 words. The needle now goes under the loop around the rib. Note carefully, near the point of the needle, how the needle goes over the cord lying on the surface. 16 AUGUST 2010 that is, working from the top. But Second, there is a vital a right-handed person doing rib pulling motion about stitching in the normal way would two-thirds of the way fi nd it more natural to work “up.” through that is not shown at all. Third, the sketch shows how the cord goes, which really isn’t so easy to interpret when you are trying to fi gure out how the nee- dle goes to make the cord go that way! Therefore I made up a dummy wing and for the sake of photo- Figure 6: Begin to tighten the knot. graphic clarity, made an It closes down into a layout resem- oversized needle from bling a fi gure-eight. a dowel and threaded heavy black cord into its drilled eye. Begin- ning with Figure 2, the Figure 9: The seine knot is snugged tight, and the captions explain how to needle is going down to the next knot. The reason do it. Good luck! for using the seine knot is that it holds tension (Figure 7) around the rib, while your free hand is used to lock the knot tight. Also, each knot is locked, so if vibration breaks one loop around the rib, the other loops will not loosen up. Figure 7: Again, one picture’s worth 1,000 words. The part of the loop that goes around the rib as shown here is pulled tight, quite fi rmly and smartly. Put your thumb on the snugged knot as shown by dotted lines in Figure 1 to hold the loop tight. OK, we’re not saying that really happened or that it would have changed history... but it makes you wonder. On the other hand, you never have to wonder whether you’ll get a beautiful long-lasting covering job using Poly-Fiber. We’ve made the instructions very clear and downright fun, and the process is practically foolproof. You’ll never get lost on your way to a Figure 8: With your free hand, pull “Stop worrying, Fred! I had the map printed on Poly-Fiber. What could possibly go wrong?” spectacular Poly-Fiber finish. the free end of the cord forward smartly to close up and lock the ★Friendliest manual around knot. For photographic clarity, ★Toll-free technical support the model’s hands are posed as polyfiber.com shown—in practice the left thumb [email protected] would be holding down the loop and the right hand would be pulling 800-362-3490 to tighten. VINTAGE AIRPLANE 17 of the Stinson How an airplane weaves its way into many lives
BY BUDD DAVISSON
JIM KOEPNICK
18 AUGUST 2010 “When the owner saw me doing my best to look at the airplane, he said, ‘If you boys put this airplane together and get it flying, I’ll give it to you.’”
ife has a way of chang- store for my older brother. From ing, both as fate smiles that point on, we always had an and frowns upon us and airplane of some kind in the shop.” as we progress through Since he was brought up with his the various stations of hands constantly working on air- L the birth-to-death jour- craft, it was a natural path for him ney. For most of us, however, one to follow. thing remains constant: the air- “My high school had a voca- plane. It was there at the beginning tional program where I could spend and is usually there at the end. It half-days attending George T. Baker often, however, isn’t the same air- Aviation School. By the time I was plane, if nothing else because our graduated, I had my airframe ticket. tastes and situations change. Some- I earned my powerplant ticket by times, however, the same airplane attending night school.” JIM KOEPNICK affects many lives. Such is the The yen for Stinsons struck early Jim Gibson, the owner of Stinson case with 108-3 Stinson N6865M. in Bill’s life and had a unique kind N6865M, restored by the father/ It is an example of an airplane that of luck attached to it. son team of Tom and Bill Scott. drifted through several lives, en- “I was still in high school, and hancing both along the way and one weekend my flight instructor airplane down and took it home.” forging a relationship between peo- and I were driving around look- Airplanes in the Scott household ple, in this case the restorers, father ing at various airplane projects are family affairs, so young Bill had and son Tom and Bill Scott, and the that others were working on. One plenty of knowledgeable hands to current owner, Jim Gibson. was in a transmission shop, and I help him. “I fi rst heard about the airplane spied a Stinson 10A in the rafters. Bill says, “The airplane had some from someone at work,” remem- Now bear in mind, I was only 16 ground loop damage and a worn- bers Bill Scott, who now lives in years old at the time. Still, when out 90 Franklin, but Dad and my Spring Hill, Florida, with his wife the owner saw me doing my best to older brother helped me out all of 26 years, Michelle. “At the time I look at the airplane, he said, ‘If you along the way.” was working for Piedmont twisting boys put this airplane together and That was the first in a long line wrenches, and Dad was looking for get it fl ying, I’ll give it to you.’” of airplanes that Bill Scott and his a four-place airplane to restore.” Bill immediately scurried home family would restore. They worked Bill is a second-generation avia- and brought the news to his fa- as a team, but a few years later, tor and airplane restorer. ther to see if it was something they when Bill moved out of state, he “Dad was a commercial pilot could do. He said if it had a clean would work alone. and flew cargo all over the world, title, it was a go. “We did many types of airplanes. including Alaska and Vietnam. He “The next morning, a Sunday, In fact, in ’89, we did a ’46 Bellanca fl ew a little of everything, from C- we went back down to the trans- Cruisair that Jack Cox did an article 46s to Argosys to DC-8s. He was mission shop and banged on the on for Sport Aviation. Initially we gone a lot, but when he came back door, not knowing if the owner was weren’t restoring them to sell, but from Vietnam in ’68 we moved into there or not. When he saw us at sooner or later, either someone just a new house in Miami with a shop, the door, he said, ‘I know what you had to have them or our situation and he bought a Cessna 140 to re- want, my airplane,’ so we got the would change, making the sale of VINTAGE AIRPLANE 19 JIM KOEPNICK an airplane the sensible thing to “First of all, when we did an in- amount of wood in the interior that do. That’s exactly what happened ventory, we found some parts miss- gave the Stinson Station Wagon its to the 108-3. I didn’t build it to sell. ing, including the spinner, but lots name, this alone involved some It just worked out that way.” of other parts were there, but we rather unusual work. When Bill heard about the old weren’t willing to put them back on “The rear interior side panels and 108, it was described as being disas- the airplane, even though it looked bulkhead were there, but barely. sembled and in storage at a private as if the previous owner was going They had started rotting from the airfi eld. It was an airplane-in-a-barn to. Although the bottom cowl was back where, among other things, story that proved to be true. good, which isn’t usually the case, insulation had held moisture “When we fi rst saw the airplane,” most of the rest of the cowl, includ- against them. These panels were Bill says, “the initial impression was ing the nose bowl, was either miss- steam formed and fi tted in a specifi c that it was pretty complete and not ing or in need of severe restoration. way to make sure they give plenty in bad shape at all. Someone had “The instrument panel had been of shoulder room and curve around started to restore it, which turned heavily modified, and the entire the seats right. These looked okay out not to be a good thing because airplane was loaded with old wiring from the front, but if you touched they were just trying to get it fl ying, that had to go. The fuselage tub- them, they would crumble. They not truly restoring it. ing hadn’t been sand blasted and weren’t even strong enough to At the time Bill looked at the air- repainted, so it looked pretty sorry, make patterns from. So, we fi rst fi - plane, 1997, Stinsons were still in plus, when they covered the wings, berglassed the back of them to give the process of coming out of the they used straight-edged tapes. The them additional strength. In effect, “used airplane” category and into bottom line was that we wound up we were making a female mold the more treasured “vintage air- taking it completely apart, right using the original parts. Then we plane” arena. A decade before that, down to the last nut and bolt. So pulled the decorative strips off the hundreds of them were taken apart, much stuff had been skipped that front and re-veneered the panels the unairworthy stuff fixed, and there was no logical way you could so they looked exactly as they had then tossed back out the door to do it one piece at a time.” originally, but with the ’glass on continue fl ying. They weren’t nec- Once the airplane was apart, Bill the back they were much stronger essarily pretty, but they were safe. did what generations of restorers and more stable.” This is seldom done anymore. The have done: He took each individual The aluminum on the airplane trail that N6865M took is indicative piece and made that into a restora- was a mixed bag. The often beat- of that. tion project all its own. Given the up tail surface metal was actually 20 AUGUST 2010 JIM KOEPNICK PHOTOS Tidy needlework is evident in the zipper installation in the headliner’s access hole for the elevator trim mechanism.
A completely custom panel was created for Jim’s Stinson 108. Modern radios are so small, they hardly in excellent shape, but the boot cowl and cowling take up much panel space. The properly restored required some beating on to get it looking new again. round-top control wheels replaced a pair of control “The nose section took a fair amount of planishing yokes that had been chopped off in the center to cre- hammer work with a weld here and there to make it ate a sort-of ram’s horn appearance. look the way it should. Wherever possible, I tried to use the original pieces, but in some cases, they just weren’t salvageable, so we made new parts. “When I fi rst looked at the wheelpants, I assumed they were fi berglass because they were so thick. Then I looked at the inside and realized they were the origi- nal aluminum pants, but they had so much Bondo on them that you couldn’t tell, plus they had been modifi ed for Cleveland brakes. It took almost as much VINTAGE AIRPLANE 21 JIM KOEPNICK work to get all the Bondo off as airplanes are subjected to over their color, including the family Dodge, it did to hammer the pants back lives are beyond understanding, which was passed down through straight, but the trim strips were and one of them often has to do each of my older siblings until it missing; however, I had another with the control wheels. eventually got handed down to me. pair of pants that were essentially “Someone had cut the tops off of However, we used the last on this junk, but the trim strips could be the wheels. I guess they were trying airplane, so I guess our next airplane cleaned up and re-used.” to make them look more modern will be blue or something!” A lot of airplanes like Stin- or something, sort of a ‘ram’s horn’ They finished the airplane in sons have been subjected to a lot look, but we couldn’t leave them that 2000, and Jim Gibson saw it at the of what we’d term “butchery” as way. So, we kept our eyes open un- Wings and Things Fly-In that year generations of radios required in- til a pair of restorable ones surfaced, in Lakeland. At the time he was creasingly obtrusive holes. So, the and we made them look original.” looking for a four-place airplane, panels are always a challenge, and Once the basics were done, Bill but the airplane wasn’t for sale. some decisions have to be made. went through the airplane and Jim came into aviation as a young “First of all, we were building brought everything up to their stan- man, but the career path that took this airplane to use, not to show, dards, which include new windows, him toward his Stinson was such so although we like original pan- pulleys, cables, and practically all that it was anything but predictable. els and interiors, the truth was that the hardware in the airframe. “I got a degree in geology, but we couldn’t afford to go that route. He says, “The engine was a fairly there weren’t any jobs available, so Plus going the completely original good, mid-time 165-hp Franklin, I applied to Allison Engine, even route wouldn’t let us use the air- but it had been overhauled 30 years though I knew very little about en- plane the way we wanted to. So, we ago, so we stripped it down and gines. At that time they were look- smoothed and fi lled and generally made sure everything was right be- ing for inspectors to work on the big made the panel look professional, fore completing a major overhaul.” turbines which were being used on but we had no intentions of mak- “We covered it with Stits and Electras and in VTOL projects. Even ing it look original. painted it NASCAR red, which, coin- though I didn’t have a clue what I “The same thing holds for uphol- cidentally enough, is a color we use was doing, they hired and trained stery and interior. It’s ‘about origi- a lot,” he says, smiling. “My broth- me to inspect turbines and decide nal’ in that we mimicked the original er’s company had a lot of surplus what was or wasn’t a good part. style but in wool and Naugahyde.” red, which we bought. So for quite “The company was dependent Some of the indignities vintage a while we painted everything that on government contracts, and 22 AUGUST 2010 Joe Shepherd Fayetteville, Georgia
Owner of a 1936 Lockheed 12A and a Cessna 195
Joe piloted his beautiful Lockheed 12A in filming the movie Amelia in 2009. Director Mira Nair and actress Hilary Swank both left their signatures on the door – what a perfect souvenir. AUA has been very helpful meeting my Lockheed 12A’s insurance needs. The entire staff has been friendly and prompt with all of my requests. — Joe Shepherd
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Remember, We’re Better Together! The best is affordable. Give AUA a call – it’s FREE! 800-727-3823 Fly with the pros… fly with AUA Inc. www.auaonline.com JIM KOEPNICK when they ran out, I was laid off, 2,400-foot strip of land by moving was for sale, and he said it was.” and a friend suggested I sell in- a lot of dirt, bulldozing off humps, At that point the little red air- surance. I started doing that and and filling low areas. We also had plane went to live with Jim Gibson, slowly that mutated into fi nancial to bridge a small creek with a 3- but as is often the case, situations planning, and before long I had by 300-foot sewer pipe. The whole change and little airplanes move my own offi ce and that’s what I did runway was shaped with a slight on to enhance others’ lives. most of my working life.” crown in the center, which allows Jim explains, “I’ve enjoyed the Although he had learned to fly water to drain quickly. Finally, we airplane for nearly four years, but in the mid ’50s, he stopped fl ying planted tall fescue grass, which is because of my age I’m giving the when he got married in ’63 (he and well suited to Indiana weather and whole LSA thing serious consider- Kathy have been married 44 years). forms a dense turf. The airstrip ap- ation. Although I believe I can still “Although I wasn’t always fly- pears on the St. Louis sectional as pass the upcoming physical, the ing, I had always wanted my own ‘Aero Plaines-PVT.’ We did that in FAA has made noises about requir- runway, and that was what was in the early ’80s, and we still have it. ing additional tests the next time the back of my mind when I found It’ll go to the grandkids.” around because of a comment my a farm outside of Terre Haute, In- You can’t have a runway without AME made in my paperwork. So, diana, and bought it along with a an airplane, so Jim and his partner rather than failing an exam, I may friend, Dr. Deward ‘Pete’ Peterson.” bought a restored L-16 Aeronca, just skip it. I hate to sell the Stin- In many situations putting a which they flew for several years son, but I’ll fi nd a little T-craft or, runway on a farm means nothing and loved. better yet, an Ercoupe and keep more than moving a few fences and Jim Gibson and Bill Scott had on fl ying.” cutting some alfalfa, but Jim’s run- crossed paths many times and knew You can’t keep a good pilot down, way was signifi cantly different. each other from being volunteers at and the same thing goes for a good “I can’t explain why,” he says, Sun ’n Fun. In fact, Bill is proud of airplane. As N6865M changes hands “but when my partner and I de- the fact that he and his family have again, even more lives are going to cided to build a runway on the been attending the event since the be touched and improved. In the farm, we wanted it to be the best very first days, when it was just a meantime, Tom and Bill Scott are re- turf airstrip in Indiana. We spent local fl y-in. Because of that, Jim was storing yet another airplane and Jim the money required to clear trees continuously asking Bill if the Stin- Gibson is searching for the perfect and level the land, which meant son was for sale yet. airplane. After all, they can’t take clearing and leveling a 250-foot by “Then, one day I asked him if it away his runway. 24 AUGUST 2010
Light Plane Heritage
published in EAA Experimenter March 1990
The Allen A-4 lightplane. The ju- nior aviator is unidentifi ed.
THE ALLEN A-4 LIGHTPLANE
BY JACK MCRAE
he Allen A-4 lightplane fl ying activities in the United States hp and 3200 rpm. The engine was was designed and built and Europe, during the summer of modified considerably and was to Tfor the purpose of com- 1924 he gave a detailed description prove to be the biggest obstacle to peting in the lightplane of the design and construction of the success of the airplane. events at the 1924 National Air his A-4 lightplane. Allen put much effort into pick- Races to be held in Dayton, Ohio, in Allen explained that the basic ing what he considered the most October. Its designer was Edmund T. design features decided upon were efficient design configuration. He (Eddie) Allen, 28, an MIT engineer- (1) fuel economy, (2) ease of han- decided on a shoulder-wing mono- ing graduate who had learned to dling in the air and on landing, (3) plane with a high-aspect-ratio ta- fl y in the U.S. Army Flight Schools climb, (4) speed, and (5) simplicity pered wing, strut-braced at about in 1917. In 1924 he was employed of construction with limited shop the one-third span point. The Got- as a test pilot for the U.S. Army Air facilities. The engine chosen was tingen 398 airfoil was used because Corps and stationed in Washington, the Harley-Davidson Sport model. of its good maximum lift. Detailed D.C. At this time he also wrote a This was a two-cylinder horizon- weight-and-balance and perfor- column for Aviation magazine titled tally opposed motorcycle engine of mance calculations were made. The “Light Planes and Gliders,” where only 37 cubic inches displacement, design gross weight was 380 pounds in addition to reporting on sport- and which had a rating of 7-1/2 with a 125-pound pilot, which al-
Editor’s Note: The Light Plane Heritage series in EAA’s Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this se- ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!—HGF
26 AUGUST 2010 lowed for a minimum rate of climb provide torsional strength and con- 2 ounces per square yard. The lift of 200 feet/minute. sisted on 1-inch by 3/32-inch spruce struts were of 3/4-inch-diameter The fuselage was of wood construc- diagonals crossing alternate ribs at steel tubing and sloped from the tion, had a rectangular cross section, both upper and lower surfaces of spars to a single fi tting at the lower and was unusually long to give good the spars. All joints were glued and longeron, forming a vee. control with small tail surfaces. The nailed, thus eliminating all fi ttings The landing gear axle consisted four spruce longerons tapered from except those for the strut attach- of 1.125-inch-diameter by 18-gauge 3/4 inch square at the firewall to ments and spar roots. steel tube, heat-treated to 140,000 1/2 inch square at the tail. Diagonal The leading edge was a large psi tensile strength. The axle was members of the Warren truss were 3/4 strip of spruce intended to allow attached to three smaller tubes, of inch square, glued and nailed with for rough handling on the ground. which the upper one passed through plywood gussets of 1/16-inch mahog- The wingtips were of oak bent in the fuselage above the lower longe- any. Torsional stiffness was increased the form of an ellipse. The wings rons and was fastened to the longe- by using a 3/4-inch-square diagonal and fuselage were covered with rons with a shock cord. A drag strut across each station. The structural singe-ply balloon cloth weighing on each side was attached to the weight of the fuselage was stated to be 25 pounds. The cockpit floor was 1/4-inch fir plywood with the pilot seated directly on the floorboard, with his feet raised to the rudder bar, which was slightly higher than his hips. The wing was of all-wood construction, fabric-covered. Two parallel spars per panel were used with upper and lower cap strips providing equal strength for a positive or negative load factor of 8.0. A box section spar re- sulted with a small interior bulkhead at each rib station. The weight of four spars was 21 pounds. One-half of the ribs were plywood with extra compression members at the top and bottom of the spars in addition to rib cap strips. Alternate ribs were of a novel construction to save weight. They were made with a paper web “of a tough ma- nila K&E stock and take great shearing stress.” Cap strips of wood were glued and nailed on each side of the web, and there were vertical members at intervals and at the intersec- tion of the wing spar through the web. Allen stated that a rib of this type of 48-inch chord, weighing 1.5 ounces, carried a uniformly varying load of 100 pounds without failure. Dou- ble drag bracing was used to VINTAGE AIRPLANE 27 fuselage at the lift strut fi tting. The intake and exhaust manifold that was made September 14, 1924, and wheels were the same 20x2-inch size weighed 12 pounds was replaced showed that the little ship was stable used on the Smith Motor Wheel. with a steel tube manifold. The and controllable. After a series of suc- The tail surfaces were single-piece, carburetor was moved from above cessful fl ights it was decided to try a all-movable rudder and elevator of the engine to a location below the new propeller with higher pitch and wood construction, fabric-covered. crankcase to reduce the chance of narrower blade sections to increase The conversion of the Harley-Da- fi re and to improve the gravity feed the efficiency and improve the rate vidson motorcycle engine for aircraft for the fueled system. Ground tests of climb. However, continuous prob- use required many changes and pro- on the engine in this condition lems with the engine prevented Al- vided the most problems. In order showed that it developed 11.2 hp at len from competing in the lightplane to increase the propeller efficiency 3680 rpm or 1650 propeller rpm. A events at the National Air Races. In Allen decide to attach the propeller new Zenith carburetor replaced the his column in Aviation magazine for shaft to an idler gear that ran at a motorcycle unit, new valve guides October 13, reporting on the races, ratio of 26 to 58 with the crankshaft and springs were installed, and the he lamented, “The A-4 sits in Wash- and thus reduced the propeller rpm. timing was modifi ed for the higher ington waiting for new pistons after A set of bearings was added to take engine speed. but 58 minutes in the air.” He com- thrust and lateral load. The gear case The airplane was taken to the Na- plained that he and other lightplane part of the crankcase was removed, val Air Station at Anacostia for its builders using motorcycle engines saving 18 pounds, and this was first test flights and apparently cre- could get no cooperation from the closed by welding a piece of alumi- ated somewhat of a sensation be- engine manufacturers. num over the opening. The cast iron cause of its small size. The fi rst fl ight In 1925 Allen became an air mail pilot for the U.S. Post Offi ce Depart- Allen A-4 Specifi cations ment and was stationed in Chey- Engine Harley-Davidson 2 cylinders, 37 enne, Wyoming. Apparently he did cubic inches not take the A-4 with him, because in an advertisement in Aviation for Wingspan 27 feet October 12, 1925, he offered it for Length 18 feet, 9 inches sale, “No reasonable offer rejected, Wing area 76 square feet can be examined at Washington.” It was stated that 46 flights had Maximum speed 68 mph (calculated) been made and that it had climbed Rate of climb 200 fpm minimum 2,000 feet. Evidently there were no takers, and it was advertised again Design gross weight 380 pounds in the September 6, 1926, issue for Estimated Weight Distribution $50 FOB Washington, D.C. It was mentioned that 48 fl ights had been Fuselage, including seat and 33 pounds made at Bolling Field, and it was controls described as “A real light plane.” Engine 65 pounds Eddie Allen stayed with the Air Mail Service until 1929, and during Propeller 5 pounds the 1929-39 period he became one Gas tank and lines 10 pounds of the best-known engineering test pilots in the United States, doing Wing 64 pounds test flying for nearly every major Spars 30 pounds aircraft and engine manufacturer. In 1939 he became director of fl ight Ribs and bracing 10 pounds test and aerodynamics at Boeing. Covering 20 pounds Allen was killed in the crash of a Ailerons and fi ttings 4 pounds Boeing B-29 while on a test fl ight near Seattle on February 18, 1943. The New Landing gear 18 pounds York Times described him as “A noted Weight empty 217 pounds test pilot, combining the rare quali- ties of daredevil and scientist.” Pilot 125 pounds References: Aviation magazine, issues Fuel 30 pounds from 1924, 1925, and 1926. The New York Times, February 19, 1943. Taschen- Gross weight 372 pounds buch der Luftfl otten, 1924. 28 AUGUST 2010 THE Vintage Mechanic
BY ROBERT G. LOCK
Structural alignment
This issue will discuss struc- a small center point marked in and recheck for a third time. You tural alignment of fixed-wing air- the spars. These center points are probably won’t need to make any craft and slant it toward the older the centerline of the compression adjustments. biplanes where one can do much member and the centerline of the Now it’s time to tension the in the way of rigging for stability. spars. Wings are separated into wires. I always like to tram with However, it won’t discuss assembly bays, which is a Pratt truss con- the wire tension snug but not and rigging; that’s for another col- sisting of the front and rear spar, tight. It’s easier that way. You can umn or two. Here I would like to two compression members, and tension the wires by tightening discuss some basics of alignment two drag wires (actually a drag and each wire the same amount; the checks that are made at the begin- anti-drag wire). tram won’t change but the tension ning and during restoration. Good Start at the root of the wing, will increase. flight characteristics begin with place the trammel points diago- The wires need to be tight, but good structural alignment of sub- nally across the spars and adjust not too tight. It depends on how assemblies: wing, empennage, en- wires until the distance between structurally sound the wing design gine, and landing gear alignment, points is identical. Snug the wires is. Not much was recorded for the also a symmetry check. by tightening each wire the same old airplanes, so I use the chart for amount. Go to the next bay and the Boeing Stearman biplane. They WING ALIGNMENT (Figure 1): repeat the process until you have set the wire tension for a 3/16- This begins when the wings are as- trammed all bays. Then go back inch diameter tie rod from 200 sembled or, if the wings have not and recheck the tram of each bay; pounds minimum to 400 pounds been disassembled, before apply- you may have to make some mi- maximum. If you have a wire ten- ing the fabric covering. Here you nor adjustments. siometer, use it. If not, strum the will need a set of trammel points Be sure to loosen and tighten wires and listen for a low to me- in order to assure the bays of each the brace wires the same num- dium bass sound. If the wires wing are square. On the lower sur- ber of turns. Repeat the process at touch where they cross at the mid- face of the wings there should be each bay. Return to the root bay bay point, provide an anti-chafe means, such as Tefl on rings; then tie the wires together with rib lac- ing cord. Tramming of the wings is important to the fi nal rigging pro- cess and should be completed be- fore the wings are covered.
ANGLE OF INCIDENCE CHECK (Figure 2): Check the angle of inci- dence by assembling the airplane before covering with fabric. An- gle of incidence at the root of the FIGURE 1 lower wing is fi xed and cannot be Boeing PT-13/-17/-18 Handbook changed after assembly. The angle of incidence is that angle between VINTAGE AIRPLANE 29 wing. There was absolutely no way FIGURE 2 to rig the airplane to fl y properly, so I had to replace the entire cen- ter section.
EMPENNAGE ALIGNMENT: An- gle of incidence setting of hori- zontal stabilizer. The horizontal stabilizer provides longitudinal sta- the chord line of the wing and the my Command-Aire) before the bility for the aircraft during fl ight, longitudinal axis of the airplane. wings were covered by placing a so again the setting is critical. Some Depending on the airplane, it will straight piece of wood between the horizontal stabs are fi xed and some be from 0 to +3 degrees. spars and reading the angle with are adjustable. Decalage is the difference be- a protractor. If you don’t read the Many fi xed horizontal stabiliz- tween angles of incidence of the same angle, fix it before covering ers have a negative angle of inci- wings of a biplane. If the upper or you will have a lousy-fl ying air- dence; that is, the leading edge is wings have more incidence than plane when you’re fi nished. lower than the trailing edge. This the lower wings, then the decalage Check the angles of incidence is to provide for positive longitu- is positive. If the lower wings have for both upper and lower wings dinal stability, as the lifting force more incidence than the upper at the root. (Figure 3.) The angles on most all horizontal stabilizers wings, then the decalage is negative. should be exactly the same for both is down. With the fuselage leveled Figure 2 shows the angle of in- left and right wing roots. If they are longitudinally, place a straight cidence of the wings of a biplane. not the same, fix the problem be- edge across the stabilizer and read When the ailerons are on the up- fore proceeding with the restora- the setting with a protractor. If per wing only, then the upper wing tion process. the stabilizer is adjustable, check will have less angle of incidence I installed a set of newly fabri- the incidence at both extremes us- than the lower wings, so the lower cated 4412 high-lift wings on an ing a straight edge and protractor. wings will commence to stall before ag Stearman biplane many years Hopefully there is manufacturer’s the upper wings. If the ailerons are ago. I could not rig the airplane data to tell you what the setting on the lower wings, then the op- for level fl ight; the airplane always should be and where the neutral posite is true. On most of the older wanted to roll to the right and was setting is located. airfoils the angle of incidence can airspeed sensitive. After much frus- Many aircraft with propellers be measured by placing a straight trating time spent trying to rem- that turn to the right (as viewed edge from leading edge to trailing edy the problem, I looked closely from the pilot’s seat) have the ver- edge on the bottom surface of the at the center section. Someone had tical stabilizer offset to the left wing. And with the fuselage leveled repaired the center section by re- slightly to counteract effects of en- longitudinally, you can read the an- placing the front spar; however, gine torque. If the vertical stabi- gle with a protractor. the attach fi ttings were not prop- lizer is not adjustable, don’t worry Read the same angle for both erly located on the spar. The result about it. You’ll need to rig the air- the left and right wings. I also mea- was that one upper wing had more plane for yaw problems with a tab sured the angle of incidence (on angle of incidence than the other on the rudder.
ENGINE ALIGNMENT (Fig- ure 4): An important factor when studying engine alignment is the thrust line. The factory determined where the thrust line would be lo- cated on the fuselage structure, so it’s best to consult drawings (if you can fi nd them). Many early aircraft have been modifi ed over the years to a more reliable engine. And if the mod- ifier didn’t pay attention, the thrust line could have been in- FIGURE 3 advertently moved when a new mount was fabricated. The thrust 30 AUGUST 2010 LANDING GEAR ALIGNMENT (Figures 5, 6 and 7): Two factors are important in correct landing gear alignment. They are toe-in and camber. Illustrations below show how to place the aircraft on grease plates to allow the gear to walk out to its position when loaded. Gear alignment checks should be made with the aircraft at gross weight and in the three- point attitude. I set my landing gears with no toe-in or toe-out; however, a small amount of toe-in, maybe up FIGURE 4 to 1/8 inch, can be used. A small amount of toe-in will relax ten- line would be described as a con- FUSELAGE FRAME (Figure 4). Tie sion on shock cords when the air- tinuation of the engine crank- rods in a Pratt-type frame should be craft taxies. Toe-out would cause shaft centerline. It may or may adjusted carefully to assure proper the landing gear to walk out, thus not be the fuselage longitudinal alignment of attaching surfaces. further loading the shock cords. I axis. Some engines have a small Here, trammel points are punched also like to set a small amount of amount of right side thrust to into the fuselage longerons at each positive camber. On many ships, counteract torque effect. And a station (cluster). The fuselage is once the landing gear is welded few aircraft were designed with aligned by loosening and tighten- in place it is impossible to change a small amount of down thrust. ing the wires in each bay until the the toe-in/toe-out condition. Again, check the drawings. fuselage is straight.
FIGURE 5
FIGURE 6
VINTAGE AIRPLANE 31 FIGURE 7
Illustrations used here are re- cord gear, the tow-out will make and clamps were invisible. Another moved from a Cessna L-19 main- the gear spread out, thus stressing check that should be made is tail tenance manual and are typical for shock cords when the ship is in wheel alignment. With the rudder aircraft with a spring steel gear. If motion on the ground. pedals in neutral, lift the aft fuse- no data on landing gear alignment Gear alignment is most impor- lage up so the tail wheel no longer for a particular model aircraft can tant if the aircraft is to display good touches the ground. Note the posi- be located, I use the above data as a ground-handling qualities. When I tion of the tail wheel. It should be guide to setting landing gear align- fabricated the landing gear for my in the neutral position. Then move ment. Typical toe-in for the L-19 Command-Aire, I spent much time the rudder pedals and note if tail is from 0 to 1/16 inch (0.06 inch). aligning the landing gear. My land- wheel steering is positive. The tail Typical camber setting is from 0 to ing gear had too much camber, so I wheel should move to correspond 1 degree (1/8 inch or 0.125 inch). eliminated the problem by cutting with rudder defl ection. These dimensions would be sim- two shims from heavy-wall PVC Finally, hold the rudder in the ilar to most aircraft. I do not set pipe, splitting one side and sliding neutral position and try to move my landing gears with toe-out or it in place above the shock portion the tail wheel left and right. There negative camber. I am aware that of the gear. A hose clamp assured should be movement resistance. If some folks like a small amount the shim would stay in place. the tail wheel moves without rud- of toe-out in their landing gears. After the shock cords were cov- der movement, investigate why However, with a rubber shock ered with a leather boot, the shims this is happening and fi x the prob-
FIGURE 8
32 AUGUST 2010 lem. Positive tail wheel steering is an important factor to control the airplane on the ground. Some aircraft are designed with a locking tail wheel; the New Stan- dard D-25 I fl y is that way. On this aircraft, a symmetry check of the tail wheel is made to assure the tail wheel tracks straight when locked for takeoff and landing. I’ve only fl own a cou- ple airplanes that had no steering and no locking device on the tail wheel. The Precissi Travel Air and Kermit Week’s Ford Tri-Motor are two examples. Here you must rely totally on good brakes to keep the air- craft tracking straight down the runway. Too much toe-in will cause excessive tire wear, par- ticularly if the aircraft is operated from hard-surface runways. Excessive positive camber will cause heavy wear on the tires on the outer half of tread. If the aircraft is equipped with a shock cord—type landing gear, as the cords wear, the wheel camber will go to the negative, and the top of the wheels will move to- ward the fuselage. We don’t want this as it decreases prop-to-ground clearance. If this happens, tighten or replace the shock cords. Landing gear alignment is always done with the air- plane at gross weight and in the normal taxi position. I used to adjust the wheel alignment every 100 hours on Cessna L-19 airplanes when I was in the Army. I always put two people in the airplane to get it as close to gross weight as possible. So one should use this same tech- nique when setting gear alignment on old aircraft. AERO CLASSIC SYMMETRY CHECK: The sketch in Figure 8 shows a “COLLECTOR SERIES” symmetry check on an Aeronca L-16. You can accom- plish this on any airplane—simply use a measuring tape Vintage Tires and compare dimensions of hard points of the airplane. New USA Production Compare a dimension on the right side of the airplane to Show off your pride and joy with a the same measurement on left side of airplane. Dimen- fresh set of Vintage Rubber. These sions should be close to the same, perhaps within 1/4 newly minted tires are FAA-TSO’d to 1/2 inch of each other, again depending on the type and speed rated to 120 MPH. Some of airplane. If the airplane does strange things on the things are better left the way they were, and in the 40’s and 50’s, these tires were perfectly in ground and is a handful to control, perhaps the problem tune to the exciting times in aviation. is in landing gear alignment. Measure from a fi xed point Not only do these tires set your vintage plane apart from on the landing gear, say the axle to a fi xed point on the the rest, but also look exceptional on all General Aviation tail post. The farther apart the measurements are, the aircraft. Deep 8/32nd tread depth offers above average worse the ground handling of the airplane. tread life and UV treated rubber resists aging. First impressions last a lifetime, so put these jewels on and CONCLUSION: Most all of the alignment checks bring back the good times..… should be made as the airplane is being restored or New General Aviation Sizes Available: repaired, because it is impossible to change some 500 x 5, 600 x 6, 700 x 8 alignments after the aircraft is assembled. Normally Desser has the largest stock and the alignments that can be altered are those used selection of Vintage and Warbird during the rigging process. Good alignment of pri- mary structure is important to the flying qualities tires in the world. Contact us and ground handling of the airplane, so pay atten- with your requirements. Telephone: 800-247-8473 or tion to the details. Paying attention to details will 323-721-4900 FAX: 323-721-7888 produce the best fl ying aircraft after a long and ex- 6900 Acco St., Montebello, CA 90640 pensive restoration process. 3400 Chelsea Ave, Memphis, TN 38106 Now go out and have fun fl ying that old airplane! In Support Of Aviation Since 1920…. www.desser.com VINTAGE AIRPLANE 33 THE Vintage Instructor
BY Steve Krog, CFI
The lost art of slips
hile recently attend- a crosswind landing, you’re execut- How to Practice Forward Slips ing the 25th Annual ing a side slip.” The next time you make a plea- Sentimental Journey There are two types of slips: the sure flight, climb to an altitude Fly-In held at Piper forward slip and the side slip. In the of about 2,500 feet above ground WMemorial Airport in Lock Haven, simplest of defi nitions, the forward level (AGL). Level off and align Pennsylvania, my friend Mark Stew- slip is used to lose altitude, while the your airplane with a straight road art and I were watching airplanes side slip is used for runway align- that is also aligned with the surface and their pilots hopping rides and ment. Let’s take a look at their re- wind. If the wind is generally from demonstrating their piloting tech- spective similarities and differences. the south, fl y south over a north/ niques doing takeoffs, landings, and The forward slip is often em- south road. Reduce the power to flybys. Most every airplane, when the setting used on fi nal approach on the approach to land, employed to land and establish the fi nal ap- a forward slip to achieve a touch- “When was the last proach glide speed. Apply left aile- down on the numbers and make the ron, lowering the left wing about fi rst turn-off comfortably and safely. time I performed a 10-15 degrees (similar to a shallow Mark turned to me and commented, bank turn). The airplane will want “The slip really is a lost art and a ma- to turn left. Now apply opposite, neuver many pilots really don’t un- slip, and how often or right, rudder using just enough derstand or use today.” I agreed. rudder that the airplane continues The slip, when implemented cor- to track in a straight line over the rectly, is a useful and safe tool for have I practiced slips? road. The airspeed will give you pilots young and old, provided it is erratic readings whenever doing practiced with some regularity. But ployed when a pilot has set up for slips, so it is more important to with the introduction of fl aps it has the fi nal approach to land and has focus on maintaining the correct become a lost art, even though pi- excess altitude, when making ob- descent or glide attitude. You may lots fl ying fl ap-equipped airplanes stacle landings (especially at short need to apply very slight forward should understand the slip and be fi elds), or when making a spot land- pressure on the stick or yoke to do able to perform it when needed. ing. A forward slip allows for the so. Continue the descent and track Ask yourself these questions: aircraft to maintain a straight-line for 1,000 feet of descent; then re- “When was the last time I per- track over or on the runway center- turn to cruise fl ight by slowly tak- formed a slip, and how often have I line while on approach. However, ing your foot off the right rudder practiced slips?” When conducting when maintaining the track, the and bringing the left wing back flight reviews I frequently ask the nose of the airplane is not aligned to a level-flight attitude. If you individual to demonstrate a 50-foot with the runway and needs to be haven’t done a slip in a while, obstacle short-fi eld landing using a realigned before landing. setting up for and holding the slip. The pilot will often look at me The side slip is often employed forward-slip attitude will feel awk- and state, “I haven’t done a slip in when making a crosswind land- ward at first, as will the return to a long time!” ing or to align the airplane with level fl ight. A few repetitions will “Sure you have,” I’ll reply, “you the runway centerline. The nose signifi cantly increase your comfort just didn’t realize it. How do you of the airplane (longitudinal and coordination. set up your approach for a cross- axis) remains aligned with the Now try executing the forward wind landing? Each time you make runway centerline. slip with the right wing down and 34 AUGUST 2010 applying left rudder. Hold your de- been making crosswind landings rudder to maintain alignment with scent attitude and track over the for a long time, you may want to the road. Add 100 rpm and continue road for 1,000 feet and then return practice the side slip. with the side slip for 1,000 feet of to level-cruise fl ight. A forward slip Again, climb to an altitude descent. Then level off and resume to the right will often feel more about 2,500 feet above the ground. cruise fl ight. If you’ve allowed the awkward than the forward slip to Level off and align your airplane airplane to drift away due to the the left. with a straight road that is perpen- wind, add a bit more wing-down ai- Try practicing the forward slip dicular to the surface wind. If the leron, causing the airplane to move from a safe altitude a few more wind is generally from the south, back to the road. Once over and times, increasing the wing-down fl y over an east/west road. Reduce aligned with the road, adjust the angle a little more each time. the power to the power setting amount of aileron and rudder to You’ll soon fi nd that you will reach used on fi nal approach to land. Es- remain over the road. a point where you run out of rud- tablish fi nal-approach glide speed. After trying the side slip both der and cannot hold the straight If the wind is from the left, apply left and right several times and line track. Now you know reaching your comfort how far you can go with the level, it’s time to give it a slip in your airplane and still try in the traffi c pattern. If have full directional control. you are truly landing with Congratulations! You’ve just a crosswind, some level of acted as a “test pilot” and the side slip will need to found the limits of your air- be maintained throughout plane in a slip. the approach and landing. If your aircraft is equipped In a tailwheel airplane the with a vertical speed indi- main gear wheel most into cator (VSI), note the rate of the wind will touch down descent while holding the fi rst, followed by the other plane in the forward slip. main gear. This is necessary Compare it to the normal to maintain airplane align- rate of descent used when ment with the runway cen- fl ying your fi nal approach. terline. Then the tail wheel Once comfortable enter- will touch down. From this ing and exiting the forward slip, left aileron, lowering the left wing point forward, follow through you’re ready to give it a try in the about 10-15 degrees (similar to a with the normal crosswind land- traffic pattern. Fly a normal pat- shallow bank turn). The airplane ing inputs. tern, but intentionally maintain will want to turn left. Now apply The slip is one of the basic ma- some excess altitude. If you nor- just enough opposite, or right, neuvers that, when understood mally turn fi nal at approximately rudder so that the nose of the air- and practiced, will give the pilot 500 feet above the ground, main- plane—or longitudinal axis—re- an added tool for safely putting the tain altitude and turn fi nal at 800 mains aligned with the road. Add airplane exactly where he or she feet above the ground. Once es- a little power, perhaps 100 rpm. wants on the approach to land. A tablished on final approach with The airspeed will give you erratic slip can be put in, taken out, or ad- power reduced and normal glide readings whenever doing slips, so justed as needed to modify the rate attitude established, enter into a focus on maintaining the correct of descent or runway alignment forward slip to eliminate the ex- descent or glide attitude. You may (when landing with a crosswind). cess altitude. Do not hold the air- need to apply very slight forward plane in the forward slip all the pressure on the stick or yoke to do Note: The descriptions for estab- way to your normal level-off alti- so. Continue the descent for 1,000 lishing and practicing forward and tude. Rather, discontinue the slip feet, maintaining alignment with side slips described in this article at about 50 feet above the ground, the road; then return to cruise generally apply to fi xed-gear aircraft giving you plenty of time to focus flight by slowly taking your foot with no flaps. However, slips can on and establish the proper land- off the right rudder and bringing be used in most fl ap-equipped air- ing attitude. the left wing back to level fl ight. craft. Consult the pilot’s operating Turn the airplane 180 degrees handbook for fl ap-equipped aircraft How to Practice Side Slips and again align it with the road. before practicing slips, as they may As mentioned earlier, the side This time the crosswind is from the recommend not doing slips when slip is generally used for a cross- right. Lower the right wing 10-15 fl aps are extended beyond the half- wind landing. Even though you’ve degrees and apply just enough left fl ap setting. VINTAGE AIRPLANE 35 by H.G. FRAUTSCHY MYSTERY PLANE
This month’s Mystery Plane comes from the EAA archives
Send your answer to EAA, in the November 2010 issue Be sure to include your name Vintage Airplane, P.O. Box 3086, of Vintage Airplane. plus your city and state in the Oshkosh, WI 54903-3086. Your You can also send your re- body of your note and put answer needs to be in no later sponse via e-mail. Send your “(Month) Mystery Plane” in the than September 20 for inclusion answer to [email protected]. subject line.
MAY’S MYSTERY ANSWER
The May Mystery Plane came to The May 2010 Mystery Plane seems his characteristic octagonal wooden us from the EAA Archives. Here’s the to be the International F-18 Air fuselage with the pilot in the rear open scoop on that snappy-looking large Coach, c/n 12 with registration cockpit, but with four passengers in biplane: 3266, designed by Edwin M. Fisk with the enclosed cabin. The F-18 was
36 AUGUST 2010 completed in early 1929 with a 220-hp Wright J-5 (R-790) and received Group 2 Approval as No. 2-15 on March 1, 1929. It is, apparently, this specific aircraft because your photo seems to have been taken at the same time, but from a different angle and without the tripod at the tail, as it is in the photo in Juptner’s U.S. Civil Aircraft, Vol. 9 for Group 2-15. Aerofiles.com aided me greatly as well. The International Aircraft Corp. of Ancor, Ohio, built this aircraft as a follow-on to their open-front-cockpit (for two) F-17W (same Wright engine) under ATC 154 in 5/29 and the open- front-cockpit F-17H (Hispano-Suiza liquid-cooled V-8 of 150-180 hp) under ATC 155 in 5/29. All F-17 and F-18 aircraft had open rear cockpits. International was founded in about 1927 in Long Beach, California, and by 1930 was in Jackson, Michigan, where it went out of business. Jack Erickson, State College, Pennsylvania
Other correct answers were received from Sharon Rajnus, Malin, Oregon; Wayne Muxlow, Minneapolis, Minnesota; Wes Smith, Springfield, Illinois; and Doug Rounds, Zebulon, Georgia, who points out that information on the F-18 can be found in numerous places including T-Hangar Tales by Joe Juptner and Juptner’s U.S. Civil Aircraft, Vol. 2, ATC 154, and it’s described in the 1928 edition of Jane’s All the World’s Aircraft. Thomas Lymburn of Princeton, Minnesota, pointed out that the earlier three-seat F-17 Sportsman was built in quantity (at least 176 of them were constructed), and they even appeared in a few movies, including 1925’s The Air Mail with Douglas Fairbanks Jr. and Billie Dove, and the 1926 fi lm Corporal Kate. The last movie also features a Thomas-Morse Scout and a J-1 Standard. Also, kudos to one of my fellow modeling enthusiasts, Russ Brown of Lyndhurst, Ohio, for correctly identifying the Scroggs Dart from the April issue. VINTAGE AIRPLANE 37 VINTAGE Membership Services Directory AIRCRAFT Enjoy the many benefi ts of EAA and EAA’s Vintage Aircraft Association ASSOCIATION TM EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873 OFFICERS Web Sites: www.vintageaircraft.org, www.airventure.org, www.eaa.org/memberbenefi ts E-Mail: [email protected]
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hich seat in an aircraft ple refuse to get back into a little air- being the “right” seat, there would is the right seat? There’s plane because their fi rst experiences be no first flights or Young Eagles the nonstandard pilot had them scared out of their wits? flights. Sometimes the left seat is in command (PIC) seat, Doesn’t that defeat the purpose of the “right” seat to spend time with whichW can be on the right side, the introducing someone to fl ight? nonpilot friends or family for trips front, or back, depending on the air- Of course the right seat can be or sightseeing flights. Sometimes frame. There’s also the “right” seat the “right” seat for business or travel it’s the “right” seat to help someone where “right” denotes correct, ap- purposes; a good fl ight in the right in need—like the treatment trips propriate, or good. seat could add another aviator to provided by Angel Flight or trips to Sometimes the right seat can be the fi eld. One of my favorite spots is take supplies for disaster relief. the wrong seat. Ask any instruc- in the right seat beside my airplane’s Sometimes—maybe most impor- tor, and she will tell you there have former owner. In the “right” seat tantly—the left seat is the “right” seat to help a fellow pilot get her feet off the ground when she is not airworthy as a pilot—when she is exhausted (mentally or physically), Sometimes the stressed, having medical issues, or just needs to get away from life for a while. Sometimes getting that dif- left seat is the ferent perspective from the right seat—even without words—makes all the difference in the world. The left seat, in this case, is very “right.” “right” seat. Which seat is the “right” seat? It may change each time you fl y. Re- gardless of which aircraft position been times when the right seat was I can completely relax and let my your seat is, I hope you get some not a good place to be with a par- soul be nourished as life’s problems time in the “right” seat very soon. ticular student. Sometimes, too, a are revealed in the smaller perspec- person just isn’t comfortable (or is tive only seen from the air. In the Michelle Souder bases her 1949 downright frightened) with the way beginning, it was this soul-refi lling tailwheel Piper at 8W2 in Virginia. the PIC is operating the aircraft. joy that led me to become a pilot The “happy little airplane” gets taken The right seat can be the wrong and later the owner of the airplane. on “sanity” fl ights in the Shenandoah seat—especially for someone who It still gives me a thrill. Valley as often as possible. She resides hasn’t fl own before if the pilot wants Sometimes the left seat is the in West Virginia and spends her qual- to impress the passenger with their “right” seat. Sometimes a particu- ity hangar time with a group of folks ability and the airplane’s capabili- lar certification determines who who enjoy airplanes for the pure joy ties. Stalls or aerobatics (with certain has the responsibility for the fl ight. of fl ight and appreciate that the third exceptions) are generally not good Sometimes the passengers are not wheel really belongs on the aft end of ideas for fi rst fl ights. How many peo- pilots. Were it not for the left seat the airplane. 40 AUGUST 2010 Drive Green. Ford continues to cut its global water use and improve its energy effi ciency to decrease its Drive Green. environmental footprint, while leveraging its organizational resources around the globe to help bring vehicles that consumers want to market faster.
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